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By NASA
5 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
A National Advisory Committee for Aeronautics researcher notes the conditions on the P-39L after its first test run in the Icing Research Tunnel on Sept. 13, 1944. The aircraft was too large to fit in the test section, so it was installed downstream in a larger area of the tunnel. The initial tests analyzed ice buildup on the nose, propeller blades, and antennae. In the summer of 1945, the P-39L was used to demonstrate the effectiveness of a thermal pneumatic boot ice-prevention system and heated propeller blades.Credit: NASA On Sept. 13, 1944, researchers subjected a Bell P-39L Airacobra to frigid temperatures and a freezing water spray in the National Advisory Committee for Aeronautics (NACA)’s new Icing Research Tunnel (IRT) to study inflight ice buildup. Since that first run at the Aircraft Engine Research Laboratory (now NASA’s Glenn Research Center) in Cleveland, the facility has operated on a regular basis for 80 years and remains the oldest and one of the largest icing tunnels in the world.
Water droplets in clouds can freeze on aircraft surfaces in certain atmospheric conditions. Ice buildup on the forward edges of wings and tails causes significant decreases in lift and rapid increases in drag. Ice can also block engine intakes and add weight. NASA has a long tradition of working to understand the conditions that cause icing and developing systems that prevent and remove ice buildup.
The NACA decided to build its new icing tunnel adjacent to the lab’s Altitude Wind Tunnel to take advantage of its powerful cooling equipment and unprecedented refrigeration system. The system, which can reduce air temperature to around –30 degrees Fahrenheit, produces realistic and repeatable icing conditions using a spray nozzle system that creates small, very cold droplets and a drive fan that generates airspeeds up to 374 miles per hour.
View upstream of the Icing Research Tunnel’s 25-foot-diameter drive fan in 1944. The original 12-bladed wooden fan and its 4,100-horsepower motor could produce air speeds up to 300 miles per hour. The motor and fan were replaced in 1987 and 1993, respectively.Credit: NASA Two rudimentary icing tunnels had briefly operated at the NACA’s Langley Memorial Aeronautical Laboratory in Hampton, Virginia, but icing research primarily relied on flight testing. The sophisticated new tunnel in Cleveland offered a safer way to study icing physics, test de-icing systems, and develop icing instrumentation.
During World War II, inlet icing was a key contributor to the heavy losses suffered by C-46s flying supply missions to allied troops in China. In February 1945, a large air scoop from the C-46 Commando was installed in the tunnel, where researchers determined the cause of the issue and redesigned the scoop to prevent freezing water droplets entering. The modifications were later incorporated into the C–46 and Convair C–40.
A National Advisory Committee for Aeronautics engineer experiments with an Icing Research Tunnel water spray system design in September 1949. Researchers used data taken from research flights to determine the proper droplet sizes. The atomizing spray system was perfected in 1950.Credit: NASA Despite these early successes, NACA engineers struggled to improve the facility’s droplet spray system because of a lack of small nozzles able to produce sufficiently small droplets. After years of dogged trial and error, the breakthrough came in 1950 with an 80-nozzle system that produced the uniform microscopic droplets needed to properly simulate a natural icing cloud.
Usage of the IRT increased in the 1950s, and the controlled conditions produced by the facility helped researchers define specific atmospheric conditions that produce icing. The Civil Aeronautics Authority (the precursor to the Federal Aviation Administration) used this data to establish regulations for all-weather aircraft. The facility also contributed to new icing protections for antennae and jet engines and the development of cyclical heating de-icing systems.
The success of the NACA’s icing program, along with the increased use of jet engines – which permitted cruising above the weather – reduced the need for additional icing research. In early 1957, just before the NACA transitioned to NASA, the center’s icing program was terminated. Nonetheless, the IRT remained active throughout the 1960s and 1970s supporting industry testing.
The Icing Research Tunnel is highlighted in this 1973 aerial photograph. The larger Altitude Wind Tunnel (AWT) is located behind it, and the Refrigeration Building that supported both tunnels is immediately to the left of the AWT.Credit: NASA By the mid-1970s, new icing issues were arising due to the increased use of helicopters, regional airliners, and general aviation aircraft. The center held an icing workshop in July 1978 where over 100 icing experts from across the world converged and lobbied for a reinstatement of NASA’s icing research program.
The agency agreed to provide funding to support a small team of researchers and increase operation of the icing facility. In 1982, a deadly icing-related airline crash spurred NASA to bring back a full-fledged icing research program.
Nearly all the tunnel’s major components were subsequently upgraded. Use of the IRT skyrocketed, and there was at least a one-year wait for new tests during this period. In 1988, the facility operated more hours than any year since 1950.
This model was installed in the Icing Research Tunnel in 2023 as part of the Advanced Air Mobility Rotor Icing Evaluation Study, which sought to refine testing of rotating models in the tunnel, validate 3D computational models, and study propeller icing issues.Credit: NASA The facility was used in a complementary way with the Twin Otter aircraft and computer simulation to improve de-icing systems, predictive tools, and instrumentation. IRT testing also accelerated the all-weather certification of the OH-60 Black Hawk helicopter. In the 1990s, the icing program turned its attention to combatting super-cooled large droplets, which can cause ice buildup in areas not protected by leading edge de-icing systems, and tailplane icing, which can cause commuter aircraft to pitch forward.
The IRT was one of the busiest facilities at the center in the 2000s and continues to maintain a steady test schedule today, investigating icing on turbofan engines and propellers, refining testing of rotating models, validating 3D models, and much more. The IRT been used to develop nearly every modern ice protection system, provided key icing environment data to regulatory agencies, and validated leading ice prediction software. After 80 years, it remains a critical tool for sustaining NASA’s leadership in the icing field.
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By NASA
5 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
More than 100 scientists will participate in a field campaign involving a research vessel and two aircraft this month to verify the accuracy of data collected by NASA’s new PACE satellite: the Plankton, Aerosol, Cloud, ocean Ecosystem mission. The process of data validation includes researchers comparing PACE data with data collected by similar, Earth-based instruments to ensure the measurements match up. Since the mission’s Feb. 8, 2024 launch, scientists around the world have successfully completed several data validation campaigns; the September deployment — PACE-PAX — is its largest. From sea to sky to orbit, a range of vantage points allow NASA Earth scientists to collect different types of data to better understand our changing planet. Collecting them together, at the same place and the same time, is an important step used to verify the accuracy of satellite data.
NASA’s Plankton, Aerosol, Cloud, ocean Ecosystem (PACE) satellite launched in February 2024 and is collecting observations of the ocean and measuring atmospheric particle and cloud properties. This data will help inform scientists and decision makers about the health of Earth’s ocean, land surfaces, and atmosphere and the interactions between them.
Technicians work to process the NASA’s Plankton, Aerosol, Cloud, ocean Ecosystem (PACE) observatory on a spacecraft dolly in a high bay at the Astrotech Space Operations Facility near the agency’s Kennedy Space Center in Florida on Monday, Dec. 4, 2023. Credit: NASA/Kim Shiflett To make sure the data from PACE’s instruments accurately represent the ocean and the atmosphere, scientists compare (or “validate”) the data collected from orbit with measurements they collect at or near Earth’s surface. The mission’s biggest validation campaign, called PACE Postlaunch Airborne eXperiment (PACE-PAX), began on Sept. 3, 2024, and will last the entire month.
“If we want to have confidence in the observations from PACE, we need to validate those observations,” said Kirk Knobelspiesse, mission scientist for PACE-PAX and an atmospheric scientist at NASA’s Goddard Space Flight Center in Greenbelt, Maryland. “This field campaign is focused on doing just that.”
Scientists will make measurements both from aircraft and ships. Based out of three locations across California — Marina, Santa Barbara, and NASA’s Armstrong Flight Research Center in Edwards — the campaign includes more than 100 people working in the field and several dozen instruments.
“This campaign allows us to validate data for both the atmosphere and the ocean, all in one campaign,” said Brian Cairns, deputy mission scientist for PACE-PAX and an atmospheric scientist at NASA’s Goddard Institute for Space Studies in New York City.
On the ocean, ships, including the National Oceanic and Atmospheric Administration (NOAA) research vessel Shearwater, will gather data on ocean biology and the optical properties of the water. Scientists onboard will gather water samples to help define the types of phytoplankton at different locations and their relative abundance, something that PACE’s hyperspectral Ocean Color Instrument measures from orbit.
Members of the PACE-PAX team – from left to right, Cecile Carlson, Adam Ahern (NOAA), Dennis Hamaker (NPS), Luke Ziemba, and Michael Shook (NASA Langley Research Center) – in front of the Twin Otter aircraft as they prep for the start of the campaign. Credit: Judy Alfter/NASA Overhead, a Twin Otter research aircraft operated by the Naval Postgraduate School in Monterey, California, will collect data on the atmosphere. At altitudes of up to 10,000 feet, the aircraft will sample and measure cloud droplet sizes, aerosol sizes, and the amount of light that those particles scatter and absorb. These are the atmospheric properties that PACE observes with its two polarimeters, SPEXOne and HARP2.
At a higher altitude — approximately 70,000 feet up — NASA’s ER-2 aircraft will provide a complementary view from above clouds, looking down on the atmosphere and ocean in finer detail than the satellite, but with a narrower view.
The NASA ER-2 high-altitude aircraft preparing for flight on Jan. 29, 2023. The aircraft is based at NASA’s Armstrong Flight Research Center Building 703 in Palmdale, California.Credit: NASA/Carla Thomas The plane will carry several instruments that are similar to those on PACE, including two prototypes of PACE’s polarimeters, called SPEXAirborne and AirHARP. In addition, two instruments called the Portable Remote Imaging SpectroMeter and Pushbroom Imager for Cloud and Aerosol Research and Development — from NASA’s Jet Propulsion Laboratory in Pasedena, California, and NASA’s Ames Research Center in California’s Silicon Valley, respectively — will measure essentially all the wavelengths of visible light (color). The remote sensing measurements are key for scientists who want to test the methods they use to analyze PACE satellite data.
Together, the instruments on the ER-2 approximate the data that PACE gathers and complement the in situ measurements from the ocean research vessel and the Twin Otter.
As the field campaign team gathers data, PACE will be observing the same areas of the ocean surface and atmosphere. Once the campaign is over, scientists will look at the data PACE returned and compare them to the measurements they took from the other three vantage points.
“Once you launch the satellite, there’s no more tinkering you can do,” said Ivona Cetinic, deputy mission scientist for PACE-PAX and an ocean scientist at NASA Goddard.
Though the scientists cannot alter the satellite anymore, the algorithms designed to interpret PACE data can be adjusted to make the measurements more accurate. Validation checks from campaigns like PACE-PAX help scientists ensure that PACE will be able to return accurate data about our oceans and atmosphere — critical to better understand our changing planet and its interconnected systems — for years to come.
“The ocean and atmosphere are such changing environments that it’s really important to validate what we see,” Cetinic said. “Understanding the accuracy of the view from the satellite is important, so we can use the data to answer important questions about climate change.”
By Erica McNamee
NASA’s Goddard Space Flight Center, Greenbelt, Md.
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Last Updated Sep 04, 2024 EditorKate D. RamsayerContactErica McNameeerica.s.mcnamee@nasa.govLocationGoddard Space Flight Center Related Terms
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By NASA
Learn Home Solar Eclipse Data Story Helps… For Educators Overview Learning Resources Science Activation Teams SME Map Opportunities More Science Stories Science Activation Highlights Citizen Science 2 min read
Solar Eclipse Data Story Helps the Public Visualize the April 2024 Total Eclipse
The NASA Science Activation program’s Cosmic Data Stories team, led by Harvard University in Cambridge, MA, released a new Data Story for the April 8, 2024 Total Solar Eclipse. A Data Story is an interactive, digital showcase of new science imagery, including ideas for exploration and scientific highlights shared in a brief video and narrative text. In this Data Story, learners everywhere were able to view what the eclipse would look like from any location, including the ability to speed up or slow down time to watch what would happen as the Moon moved in front of the Sun. Users were also able to catch the ethereal glow of the Sun’s corona during totality and learn why we do not usually see the corona. They could also see what percentage of the Sun would be eclipsed at various locations. An educator guide and exploration guide make this Data Story an easy activity to fit in to any classroom. It is being used by students from late elementary through early college, and as of mid-April 2024, 23,000 learners from all 50 US states and outside the USA have accessed the Total Eclipse Data Story.
Explore the Total Eclipse Data Story
The Cosmic Data Stories project is supported by NASA under cooperative agreement award number 80NSSC21M0002 and is part of NASA’s Science Activation Portfolio. Learn more about how Science Activation connects NASA science experts, real content, and experiences with community leaders to do science in ways that activate minds and promote deeper understanding of our world and beyond: https://science.nasa.gov/learn
A third-grade student in Maine explores what the April 8, 2024 Solar Eclipse will look like from her town. Share
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Last Updated Aug 14, 2024 Editor NASA Science Editorial Team Related Terms
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New TEMPO Cosmic Data Story Makes Air Quality Data Publicly Available
On May 30th, 2024, NASA and the Center for Astrophysics | Harvard & Smithsonian announced the public release of “high-quality, near real-time air quality data” from NASA’s TEMPO (Tropospheric Emissions: Monitoring of Pollution) mission. The NASA Science Activation program’s Cosmic Data Stories team, led by Harvard University in Cambridge, MA, has since released a new “Data Story” – an interactive, digital showcase of new science imagery, including ideas for exploration and scientific highlights shared in a brief video and narrative text – that provides a quick and easy way for the public to visualize this important, large data set from TEMPO.
TEMPO allows unprecedented monitoring of air quality down to neighborhood scales, with its hourly daytime scans over North America. Air pollutants like NO2, produced, for example, by the burning of fossil fuels, can trigger significant health issues, especially among people with pre-existing illnesses such as asthma. The interactive views in the TEMPO Data Story provide public access to the same authentic data that scientists use and invite the public to explore patterns in their local air quality. For example, how do NO2 emissions vary in our area throughout the day and week? What are possible sources of NO2 in our community? How does our air quality compare with that of other communities with similar population densities, or with nearby urban or rural communities? TEMPO’s hyper-localized data will allow communities to make informed decisions and take action to improve their air quality.
The Cosmic Data Story team is grateful to TEMPO scientists, Xiong Liu and Caroline Nowlan, for providing the team with early access to the data and guidance on NO2 phenomena that learners can explore in the data. The TEMPO Data Story, featured on TEMPO’s webpage for the public, adds Earth science data to the portfolio of Cosmic Data Stories that is already making astrophysics data accessible to the public.
TEMPO Team Atmospheric Physicist from the Harvard-Smithsonian Center for Astrophysics, Caroline Nowlan, had this to say: “TEMPO produces data that are really useful for scientists, but are also important for the general public and policy makers. We are thrilled that the Cosmic Data Stories team has made a tool that allows everyone to explore TEMPO data and learn about pollution across North America and in their own communities.”
The Cosmic Data Stories project is supported by NASA under cooperative agreement award number 80NSSC21M0002 and is part of NASA’s Science Activation Portfolio. Learn more about how Science Activation connects NASA science experts, real content, and experiences with community leaders to do science in ways that activate minds and promote deeper understanding of our world and beyond: https://science.nasa.gov/learn
A view from the TEMPO Data Story, shows TEMPO’s NO2 data overlaid on a map of North America. A large plume of NO2, caused by large wildfires, arcs from Northern California all the way to Idaho. Other “hot spots” of NO2 are seen over cities across the US, Canada, and Mexico. Users can view any available date, as well as explore some featured dates and locations that describe phenomena of interest that are visible in the data. Share
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Preparations for Next Moonwalk Simulations Underway (and Underwater)
NASA’s C-20A aircraft completed more than 150 hours of international science flights from May 20 to July 24 in support of an Earth science deployment series. The aircraft, owned and operated by NASA’s Armstrong Flight Research Center in Edwards, California, overcame several challenges throughout the missions.NASA/Carla Thomas Operating internationally over several countries this summer, NASA’S C-20A aircraft completed more than 150 hours of science flights across two months in support of Earth science research and overcame several challenges throughout its missions.
Based at NASA’s Armstrong Flight Research in Edwards, California, the C-20A research aircraft has been modified to support the Uninhabited Aerial Vehicle Synthetic Aperture Radar and SAR-fusion camera. The instruments, built and operated by NASA’s Jet Propulsion Laboratory in Southern California, collect data and images of Earth’s surface for use in understanding global ecosystems, natural hazards, and land surface changes.
From May 20 to July 24, the team crossed the Atlantic and deployed to several locations in Africa, as well as Germany, for two campaigns. They included the Africa Synthetic Aperture Radar (AfriSAR) mission, in collaboration with the European Space Agency, and the Germany Bistatic Experiment, in collaboration with the German Aerospace Center.
For the AfriSAR mission, researchers collected airborne data over African forests, savannas, and wetlands for use in studies of Earth’s ecosystems. Datasets collected over Germany will be used to develop land surface height maps.
NASA team members pose in front of the C-20A aircraft while in Sao Tome, Africa, May 24, 2024. From left, Kirt Stallings, Joe Piotrowski Jr., Adam Vaccaro, Carrie Worth, Tim Miller, Otis Allen, Roger “Todd” Renfro, Edgar Aragon-Torres, Ryan Applegate, and Isac Mata.NASA The flight team successfully achieved its missions despite several challenges, including mechanical and technical issues with the aircraft. Despite the challenges, the team resolved issues quickly and worked to minimize impacts to the science schedule and objectives.
“We prepared for the unexpected and we expected to be unprepared,” said Shawn Kern, NASA Armstrong’s director of safety and mission assurance and a C-20A pilot. “With that mindset, we were ready to adapt and change the plans as needed, and met challenges with a lot of resilience, a lot of innovation, and a lot of improvised solutions to get things done despite some significant roadblocks.”
The team included aircraft mechanics, avionics technicians, quality assurance representatives, science leads and instrument operators, operation engineers, mission managers, and pilots. They were also supported by project management, safety, logistics, weather, and maintenance personnel at NASA Armstrong.
NASA pilots Kirt “Skirt” Stallings and Carrie Worth fly the C-20A aircraft over Africa on July 9, 2024.NASA “It was really the teamwork, improvisation, and creativity that resolved these unexpected challenges that made the mission a success.” Kern added.
Gathering scientific data in unique regions and conditions is necessary to understanding climate on the global scale. Data generated from these two airborne campaigns can be used to support the calibration and validation of data from future satellite-based missions like NISAR (NASA ISRO Synthetic Aperture Radar).
“Airborne campaigns like these are essential for enabling space-based technology. There are often measurements and science that simply cannot be achieved from satellites alone, and so they require airborne data collection.” said Gerald Bawden, program scientist for studies of Earth’s surface and interior at NASA Headquarters in Washington. “This deployment advanced both of these areas and was enabled by this team.”
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Last Updated Aug 08, 2024 EditorDede DiniusContactElena Aguirreelena.aguirre@nasa.govLocationArmstrong Flight Research Center Related Terms
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