Nasa Technology News

Looking for a little excitement as the summer draws to a close? This year's Perseid meteor shower peaks on the night of Aug. 12-13, and it promises to be one of the best displays of the year. If forecasters are correct, the shower should produce a peak display of at least 80 meteors per hour. A waxing crescent moon will set before the shower becomes active, setting a perfect stage for meteor watching -- weather permitting, of course!

On Thursday, Aug. 12, astronomer Bill Cooke from NASA's Marshall Space Flight Center answered your questions about the Perseids.

A live video/audio feed -- did you know meteors sing a song of blips, pings, and whistles? -- of the Perseid shower is embedded below. The camera is mounted at NASA's Marshall Space Flight Center in Huntsville, Ala. During the day, you'll see a dark gray box -- the camera is light-activated and will turn on at dusk each evening. Even before the camera activates, you can still hear the audio of meteors passing through the sky. Also, check out the "Perseids Fireball Cam", from a camera mounted in Chickamauga, Ga.

Looking for a little excitement as the summer draws to a close? This year's Perseid meteor shower peaks on the night of Aug. 12-13, and it promises to be one of the best displays of the year. If forecasters are correct, the shower should produce a peak display of at least 80 meteors per hour. A waxing crescent moon will set before the shower becomes active, setting a perfect stage for meteor watching -- weather permitting, of course!

On Thursday, Aug. 12, astronomer Bill Cooke from NASA's Marshall Space Flight Center answered your questions about the Perseids.

A live video/audio feed -- did you know meteors sing a song of blips, pings, and whistles? -- of the Perseid shower is embedded below. The camera is mounted at NASA's Marshall Space Flight Center in Huntsville, Ala. During the day, you'll see a dark gray box -- the camera is light-activated and will turn on at dusk each evening. Even before the camera activates, you can still hear the audio of meteors passing through the sky. Also, check out the "Perseids Fireball Cam", from a camera mounted in Chickamauga, Ga.

In a particularly parched region of an extraordinary planet, rocks big and small glide across a mirror-flat landscape, leaving behind a tangle of trails. Some rocks travel in pairs, their two tracks so perfectly in synch along straight stretches and around curves that they seem to be made by a car. Others go freewheeling, wandering back and forth alone and sometimes traveling the length of several football fields. In many cases, the trails lead right to resting rocks, but in others, the joyriders have vanished.

This may sound like an alien world, but it's actually Racetrack Playa in Death Valley, Calif. Since the 1940s, researchers have documented trails here and on several other playas in California and Nevada. Seventeen undergraduate and graduate students from the Lunar and Planetary Sciences Academy (LPSA) at NASA's Goddard Space Flight Center in Greenbelt, Md., traveled to the Racetrack and nearby Bonnie Claire playas this summer to investigate how these rocks move across the nearly empty flats.

Some rocks are thought to have moved nearly as fast as a person walks. But nobody has actually seen a rock in motion, and scientists haven't deduced exactly how it happens. The easy explanations—assistance from animals, gravity, or earthquakes—were quickly ruled out, leaving room for plenty of study and irresistible speculation over the years.

"When you see these amazing rocks and trails," says Mindy Krzykowski, an intern from the University of Alaska in Fairbanks, "you really get into coming up with your own ideas about what's going on."

Getting into space isn't necessarily easy for astronauts, and it's not much easier for a robotic astronaut, either.

Cocooned inside an aluminum frame and foam blocks cut out to its shape, Robonaut 2, or R2, is heading to the International Space Station inside the Permanent Multipurpose Module in space shuttle Discovery's payload bay as part of the STS-133 mission.

Once in place inside the station, R2, with its humanlike hands and arms and stereo vision, is expected to perform some of the repetitive or more mundane functions inside the orbiting laboratory to free astronauts for more complicated tasks and experiments. It could one day also go along on spacewalks.

Making sure the first humanoid robot to head into space still works when it gets there has been the focus of workers at NASA's Kennedy and Johnson space centers. Engineers and technicians with decades of experience among them packing for space have spent the last few months devising a plan to secure the 330-pound machine against the fierce vibrations and intense gravity forces during launch.

"I think back in May we realized we had a huge challenge on our hands," said Michael Haddock, a mechanical engineer designing the procedures and other aspects of preparing R2 for launch, including careful crane operations inside the Space Station Processing Facility's high bay.

Though it was fast-paced, intense work, the payoff of getting to help R2 into space added extra motivation for the engineers involved.

By spaceflight standards, planning for the packing effort moved quite quickly, particularly considering R2 is perhaps the heaviest payload to be taken into space inside a cargo module.

"The mass is what's driving the crane operations, otherwise we'd be handling the robot by hand," Haddock said. "But the robot itself weighs on the order of 333 pounds and when it is installed in the structural launch enclosure, it will weigh over 500 pounds."

As they must when loading anything for spaceflight, the engineers designed the packaging so astronauts could easily remove R2 from its launch box, known by its acronym SLEEPR or Structural Launch Enclosure to Effectively Protect Robonaut.

"We were trying to do something very unique and very fast," said Scott Higginbotham, payload manager for the STS-133 mission. "And we've got the best team in the world for dealing with things like that."

There was talk of simply strapping the robot into the empty seat on the shuttle's middeck, Higginbotham said, but R2 was too heavy for that. So the teams came up with a plan to fasten R2 to a base plate and use struts to support the back and shoulders. Then dense foam will provide more support, followed by an aluminum frame. A clamshell of foam tops off the package.

Assembling the packing precisely is important for R2 because a space shuttle accelerates to more than three times the force of gravity during its eight-minute climb into orbit.

"The team had to educate ourselves, learn the uniqueness of it as well as learn how to install it into the vehicle," said Ken Koby, lead systems engineer for Boeing. "That's what the team has basically been doing every day for the last three months, educating ourselves about Robonaut."

On Aug. 5, 2010, an enormous chunk of ice, roughly 97 square miles (251 square kilometers) in size, broke off the Petermann Glacier, along the northwestern coast of Greenland.

The Canadian Ice Service detected the remote event within hours in near real-time data from the Moderate Resolution Imaging Spectroradiometer (MODIS) on NASA’s Aqua satellite. The Petermann Glacier lost about one-quarter of its 70-kilometer (40-mile) long floating ice shelf, said researchers who analyzed the satellite data at the University of Delaware.

The Moderate Resolution Imaging Spectroradiometer (MODIS) on NASA’s Terra satellite captured these natural-color images of Petermann Glacier 18:05 UTC on August 5, 2010 (top), and 17:15 UTC on July 28, 2010 (bottom).

The Terra image of the Petermann Glacier on August 5 was acquired almost 10 hours after the Aqua observation that first recorded the event. By the time Terra took this image, skies were less cloudy than they had been earlier in the day, and the oblong iceberg had broken free of the glacier and moved a short distance down the fjord.

Icebergs calving off the Petermann Glacier are not unusual. Petermann Glacier’s floating ice tongue is the Northern Hemisphere’s largest, and it has occasionally calved large icebergs. The recently calved iceberg is the largest to form in the Arctic since 1962, said the University of Delaware.

The next spacewalk to complete the removal of a failed ammonia pump module and installation and activation of a new pump module on the International Space Station’s S1 Truss will take place no earlier than Wednesday.

Expedition 24 Flight Engineers Doug Wheelock and Tracy Caldwell Dyson completed the first spacewalk to remove and replace the pump module at 3:22 p.m. EDT Saturday. As the result of an ammonia leak in the final line that needed to be disconnected from the failed pump module, the day’s tasks were only partially completed. The decision was made to reconnect the line on the pump module and install a spool positioning device to maintain proper pressure internal to the ammonia line.

Teams on the ground are evaluating the impact of the leak on plans to replace the failed pump, as well as possible fixes for the leak. The completion of the process will most likely require at least two additional spacewalks.

Saturday’s excursion lasted 8 hours, 3 minutes, making it the longest expedition crew spacewalk in history and the sixth longest in human spaceflight history.

Wheelock conducted the fourth spacewalk of his career. Caldwell Dyson made her first spacewalk. Flight Engineer Shannon Walker operated Canadarm2, the station’s robotic arm, and assisted the spacewalkers from inside the station.

After the loss of one of two cooling loops July 31, ground controllers powered down and readjusted numerous systems to provide maximum redundancy aboard the orbiting laboratory. The International Space Station is in a stable configuration, the crew is safe and engineers continue reviewing data from the failed pump.

› View Aug. 2 spacewalk briefing graphics
› Read more about the cooling loop loss
› View the ISS Active Thermal Control System Overview (1.2 Mb PDF)

In less than two weeks, NASA scientists will begin their quest for the holy grail of hurricane research.

The exact conditions required to kickstart a tropical depression into a hurricane largely remain a mystery. Though scientists know many of the ingredients needed, it is unclear what processes ultimately drive depressions to form into the intense, spinning storms that lash the U.S. coasts each summer.

"Hurricane formation and intensification is really the ‘holy grail' of this field," said Ed Zipser, an atmospheric scientist at the University of Utah and one of three program scientists helping to lead the Genesis and Rapid Intensification Processes (GRIP) experiment this summer.

With GRIP, NASA's first domestic hurricane project since 2001, the agency has assembled the largest-ever hurricane research experiment to investigate these questions. Three NASA planes, multiple NASA satellites and four planes from research partners NOAA and NSF will combine to make unprecedented measurements of tropical storms as they are forming (or dying out) and intensifying (or weakening). The intense scientific focus on these meteorological processes could provide new insight into the fundamental physics of hurricanes and ultimately improve our ability to forecast the strength of a storm at landfall. Predictions of hurricane strength continue to lag behind the accuracy of storm track predictions, but accurate predictions of both are needed for the best possible preparation before landfall.

With each aircraft outfitted with multiple instruments, scientists will be taking a closer look at hurricanes with hopes of gaining insight into which physical processes or large-scale environmental factors are the key triggers in hurricane formation and intensification.

The GRIP fleet includes NASA's Global Hawk, the unmanned drone built by Northrop Grumman and also used by the U.S. Air Force, WB-57 and DC-8. The NASA aircraft will be deployed from Florida (DC-8), Texas (WB-57) and California (Global Hawk) and will fly at varying altitudes over tropical storms in an attempt to capture them at different stages of development.

"One of the potential data-gathering breakthroughs of GRIP could be to continuously observe a tropical storm or hurricane for 24 hours straight, by including aircraft from all three agencies," said GRIP Project Manager Marilyn Vasques. The Global Hawk alone could fly continuously over a storm system for up to 16 hours.

While geostationary satellites used for forecasting can observe the basic movement of a storm across the Atlantic, these aircraft instruments will be able to "see" below the cloud-tops and uncover what is happening in the internal structure of the storm.

"That's what makes this really unique, the ability to observe one of these storms up close as it changes over its life-cycle. Before we've only been able to get a few hours of data at a time," Vasques said. "We want to see storms that become hurricanes, and we want to see some that don't become hurricanes, so we can compare the data. The same is true for hurricane intensification."

"When you think of analyzing it later, we want to break down what the temperatures were, what the winds were doing, what the aerosol concentration was, to see if we can start detecting a pattern," Vasques said.

The variety and number of instruments will allow scientists to investigate multiple science questions at once: What role does dust from the Sahara play in hurricane formation? Can lightning be used as a predictor of a storm's change in intensity? Do widespread environmental conditions such as humidity, temperature, precipitation and clouds lead to cyclone formation, or are smaller-scale interactions between some of these same elements the cause?

Scientists at NASA and the many academic and government research partners in GRIP are excited to put several new state-of-the-art hurricane observing instruments in the field. A powerful microwave radiometer and a radar will provide insight into the massive "hot towers" of convection found in cyclones, and a NASA-designed and –built lidar (laser radar) will provide the first-ever measurements of wind speed in three dimensions – not just east, west, north and south, but also vertically.

These instrument advancements, in addition to the deployment of the Global Hawk in a major Earth science campaign for the first time, have NASA scientists anxious to take to the field.

On August 1st, the sun emitted a C-class solar flare that spawned what scientists call a coronal mass ejection, or CME, headed toward Earth. The CME impacted Earth's magnetic field August 3rd. CMEs occasionally hit Earth. This CME will have few noticeable consequences beyond producing an aurorae.

The CME hit Earth's magnetic field on August 3rd at 1740 UT. The impact sparked a G2-class geomagnetic storm that lasted nearly 12 hours--time enough for auroras to spread all the way from Europe to North America. The possible arrival of a second CME on August 4th might provide even better spectacular auroral displays.

CMEs are large clouds of charged particles that are ejected from the sun over the course of several hours and can carry up to ten billion tons of plasma. They expand away from the sun at speeds as high as a million miles an hour. A CME can make the 93-million-mile journey to Earth in just two to four days. Stronger solar storms could cause adverse impacts to space-based assets and technological infrastructure on Earth.

The sun goes through a regular activity cycle about 11 years long. The last solar maximum occurred in 2001 and its recent extreme solar minimum was particularly weak and long lasting. These kinds of eruptions are one of the first signs that the sun is waking up and heading toward another solar maximum expected in the 2013 time frame.

Lightning's connection to hurricane intensification has eluded researchers for decades, and for a riveting 40 days this summer, NASA lightning researchers will peer inside storms in a way they never have before.

Earth scientists and engineers at NASA's Marshall Space Flight Center in Huntsville, Ala., will soon fly the Lightning Instrument Package, or LIP, a flight instrument designed to track and document lightning as hurricanes develop and intensify. In August and September, LIP will fly on a remotely piloted Global Hawk airplane over the Gulf of Mexico and Atlantic Ocean at an altitude of 60,000 feet. LIP will be part of a NASA hurricane study called Genesis and Rapid Intensification Processes, or GRIP for short. The study involves three storm chaser planes mounted with 15 instruments. LIP and the other instruments will work together to create the most complete view of hurricanes to date.

"We're now putting LIP on an aircraft that can stay in the air for 30 hours," said Richard Blakeslee LIP principal investigator and Earth scientist at the the Marshall Center. "That’s unprecedented. We typically fly on airplanes that fly over a storm for a period of 10-15 minutes. But this plane can stay with a storm for hours."

"We'll be able to see a storm in a way we’ve never seen it before," he added. "We'll see how the storm develops over the long term, and how lightning varies with all the other things going on inside a hurricane. It's the difference between a single photograph and a full-length movie. That’s quite a paradigm shift."

While scientists know an increase in lightning means the storm is changing, it remains a mystery as to whether that increase signifies strengthening or weakening. Though scientists have quite a few ideas, they lack the data to firmly establish a concrete relationship. Researchers hope LIP's upcoming flights will change that. If scientists can figure out the ties between lightning and hurricane severity, meteorologists may be able to greatly improve their short-term forecasts. Researchers have connected lightning to everything from strong winds to flooding to tornadoes, and a few extra minutes of warning time can save lives each year.

"We can use lightning as a natural sensing tool to see into the heart of a storm," said Blakeslee. "Lightning allows us to get at rain and other processes going on within a storm."

For Blakeslee and the rest of the LIP team, the hurricane study this fall presents a tremendous opportunity. In its nearly 15-year lifespan, LIP has flown nearly 100 missions in 10 major field campaigns, soaring over more than 800 storms. That's unparalleled for a lightning instrument, according to Blakeslee, and LIP researchers hope it will continue its long tradition of successful research.

The Guts of the Lightning Instrument Package

LIP's instruments may look simple, but they're surprisingly complex. To measure the electric field in a storm, the instrument relies on electric field mills, devices that allow scientists to measure the amount of lightning a storm produces. Originally developed at NASA, the mills look like big cans -- each about a foot long and approximately 8 inches across. As the instrument flies through the air, a plate covering each can rotates, covering and uncovering four metal disks housed inside. Uncover a disk and electricity from the storm rushes in. Cover the disk and it rushes back out. The whole process converts the electrical current from DC to AC and back to DC, allowing scientists to measure how strong a storm's electric field is, and how prone to lightning it might be. A sudden shift in the strength of the electrical field allows scientists to determine that a lightning strike has occurred.

In addition, a conductivity probe reveals how easily electrical current can flow through the storm to the upper part of the atmosphere. The probe is a small nose-cone shaped device with two sensor tubes attached to each side. As the plane flies near a hurricane, small electrical particles called ions rush through the tube, allowing the team to count them.

The LIP team uses all that data to determine how much lightning a hurricane produces and where it originates within the storm. By combining that data with wind speed, rainfall rate and other information, researchers can connect how lightning relates to hurricane intensification. And because Blakeslee and his team get their data real time, they can redirect the plane as needed to improve the likelihood of quality results.

After the summer hurricane study ends in September, the team will analyze, evaluate, and eventually release the data, a process which should take several months. Following that, the Lightning Instrument Package will continue to fly in hurricane and storm studies in hopes of collecting more data. The more data, the better the forecasts, Blakeslee said -- and the nearer scientists move to understanding these powerful storms.

On that day 25 years ago the public affairs specialist was a young U.S. Air Force airman heading home on leave to North Carolina, flying out of Dallas Fort Worth International Airport.

"I was looking out my window, sitting at the end of the runway aboard the second airplane lined up to take off," said Creech. "I had a window seat and was looking out the window when I noticed some really, really black thunder clouds at our end of the runway. Then I saw orange, extremely bright orange, light. My brain didn't register what I was seeing."

What Creech saw was Delta Flight 191 as it crashed on landing.

"It was like a slow motion thing. There was the initial fireball, but then as the airplane rolled over, breaking apart and slowing down, the fire caught up with it and enveloped it," added Creech. "It all came to a halt directly even with my window, across the other side of the runway in the grass. As soon as the movement stopped, the rain hit. It was like a wall of rain and the fire quickly became a smoke ball, black and white smoke mixed."

"I remember our pilot coming over the intercom and saying something to the effect -- ladies and gentlemen, there has been a tragedy and I'm sorry, but we can't return to the terminal and let anyone deplane," said Creech. "Of course that was the last thing any of us wanted to hear, because anybody who saw that wasn't wanting to stay on their plane and go flying. I know I didn't."

One hundred and thirty four people of the 163 on board the Delta Lockheed L-1011 and one person on the ground died that day, in part because of a powerful thunderstorm microburst-induced wind shear, a rare but potentially deadly downdraft.

Dave Hinton, now the deputy director of the Aeronautics Research Directorate at NASA's Langley Research Center, also remembers that accident vividly. He and a team of researchers studied it for years as part of their efforts to help develop predictive wind shear radar, a technology that is now standard on all airliners.

"That [Dallas] microburst has been modeled extensively," said Hinton. "It was very strong as microbursts go -- at the top of the range and a mile and a half to two miles in diameter. That would be easily detectable with the technologies that are out there today."

The Dallas accident, one of three fatal wind shear events in the 70s and 80s, was the catalyst for the invention of those technologies. Within months a government/industry/academia partnership started attacking the problem of wind shear from all sides.

"It was a tremendously productive cooperation between multiple agencies and companies," said Hinton. "We advanced the state of the art from basic knowledge of a meteorological phenomena to developing well-defined system requirements for on-board sensors and crew procedures."

Hinton was part of the NASA team that took to the skies in search of some of those answers. The team flew on a Langley-based Boeing 737 aircraft, equipped with airborne Doppler radar and forward-looking infrared sensors, and went looking for storms near Denver, Colo., and Orlando, Fla. Crews on the ground, from MIT Lincoln Labs and the National Center for Atmospheric Research (NCAR), staffed ground-based radars to help them find events quickly.

"We flew over a two-year period and penetrated on the order of some 70 microbursts, starting with very weak ones and working up to stronger ones," added Hinton. "We validated the models for the sensors, proving that they do in fact work as we intended."

NASA worked very closely with the Federal Aviation Administration and companies interested in building systems during the seven-year wind shear research program.

"They followed the technology development and as a result provided the credibility and basis for certification," said Hinton. "That meant that within two to three years of our wrapping up the project there were certified systems available. " Those airborne systems, better ground-based radar and improved pilot training have now virtually eliminated U.S. airliner wind shear accidents.