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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 199 records · Page 11
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

A combustion products analyzer for contingency use during thermodegradation events on spacecraft

The Toxicology Laboratory at JSC and Exidyne Instrumentation Technologies (EIT) have developed a prototype Combustion Products Analyzer (CPA) to monitor, in real time, combustion products from a thermodegradation event on board spacecraft. The CPA monitors the four gases that are the most hazardous compounds (based on the toxicity potential and quantity produced) likely to be released during thermodegradation of synthetic materials: hydrogen fluoride (HF), hydrogen chloride (HCl), hydrogen cyanide (HCN), and carbon monoxide (CO). The levels of these compounds serve as markers to assist toxicologists in determining when the cabin atmosphere is safe for the crew to breathe following the contingency event. The CPA is a hand-held, battery-operated instrument containing four electrochemical sensors, one for each target gas, and a pump for drawing air across the sensors. The sensors are unique in their small size and zero-g compatibility. The immobilized electrolytes in each sensor permit the instrument to function in space and eliminate the possibility of electrolye leaks. The sample inlet system is equipped with a particulate filter that prevents clogging from airborne particulate matter. The CPA has a large digital display for gas concentrations and warming signals for low flow and low battery conditions. The CPA has flown on 13 missions beginning with STS 41 in Oct. 1990. Current efforts include the development of a microprocessor, an improved carbon monoxide sensor, and a ground-based test program to evaluate the CPA during actual thermodegradation of selected materials.

Wilson, Steve↗
NASA NTRS1994

Evaluation of a liquid cooling garment as a component of the Launch and Entry Suit (LES)

The LES is a partial pressure suit and a component of the shuttle life support system used during launch and reentry. The LES relies on gas ventilation with cabin air to provide cooling. There are conditions during nominal launch and reentry, landing, and post-landing phases when cabin temperature is elevated. Under these conditions, gas cooling may result in some discomfort and some decrement in orthostatic tolerance. There are emergency conditions involving loss of cabin ECS capability that would challenge crew thermal tolerance. The results of a series of tests are presented. These tests were conducted to assess the effectiveness of a liquid-cooled garment in alleviating thermal discomfort, orthostatic intolerance, and thermal intolerance during simulated mission phases.

Waligora, J.↗
NASA NTRS1998

STS-90 Day 09 Highlights

On this ninth day of the STS-90 mission, the sleep period of the flight crew, Cmdr. Richard A. Searfoss, Pilot Scott D. Altman, and Mission Specialists Richard M. Linnehan, Dafydd Rhys Williams and Kathryn P. Hire, and Payload Specialists Jay C. Buckey and James A. Pawelczyk, is interrupted due to problems with equipment that removes carbon dioxide from the cabin atmosphere. Because of this, Columbia's crew went to bed about two hours later than scheduled.

Source record↗
NASA NTRS2019

Ammonia Stability in a Simulated Trace Contaminant Rich Cabin Environment

The off-gassing of ammonia from hardware and metabolic sources presents a unique challenge to trace contaminant control system design, driving process flowrates to meet crewed air quality requirements. Accurately simulating representative trace contaminant cabin loads during ground testing is necessary to validate component design as well as understand potential contaminant propagation across life-support system process interface boundaries. This effort is complicated by the observed temporal concentration instability of gaseous ammonia in ground test chambers. To this end, ammonia concentration decay rates were characterized under controlled environmental conditions to better understand underlying phenomena and quantify incidental mass losses. The suspected chemical interaction between ammonia and trace acetaldehyde was investigated and its effect on species quantification was examined by both gas chromatography-mass spectrometry and Fourier-transform infrared spectroscopy. Recommendations for ground test procedures were made in order to best compensate for undesirable ammonia mass losses and mitigate test artifacts.

Kayatin, Matthew J.↗
NASA NTRSDate not supplied

Quiet Spacecraft Cabin Ventilation Fan Development: Motivation and Context

It is important to control acoustical noise aboard crewed space vehicles and space habitats to provide a satisfactory environment for voice communications, alarm audibility, and restful sleep, and to minimize the risk for hearing loss and annoyance. As with most noise control efforts, it is best to control the noise at the source, and for spaceflight vehicles these are typically the fans associated with the Environmental Control and Life Support (ECLS) system. These include air ventilation fans, such as the main air conditioning fan (the ‘cabin fan’), intermodule ventilation (IMV) fans, air revitalization fans (for removal of carbon dioxide and trace contaminates), and thermal cooling fans. Thermal cooling pumps that circulate cooling fluid are another significant noise source in spaceflight vehicles, but these are outside of the scope of this paper. Throughout the history of crewed spaceflight, there have been issues with noise from ECLS ventilation fans. In the Apollo Command Module (CM) the crew would turn off the CM cabin fan once in orbit and use the backup suit-loop fan for ventilation because noise from the cabin fan interfered with communications and was an annoyance. On the Space Shuttle the ventilation system underwent significant redesign, including the addition of ventilation system mufflers, with resulting noise levels that were still too-high for long-duration missions. In the early years of International Space Station (ISS) operations, acoustical noise was one of the top two habitability issues, resulting in significant noise controls (along with significant cost and crew-time impacts) being implemented on-orbit on many fans, with significant noise reductions realized only after replacing noisy fans with fans of a quieter design, funded by the ISS Program. And, with the spaceflight vehicles and habitats currently being developed, there are again concerns with noise levels from ventilation fans. In the Orion vehicle, additional duct mufflers needed to be added to address the cabin fan noise. The Gateway’s Habitation and Logistics Outpost (HALO) module and low-Earth orbit (LEO) Freeflyer habitats are currently working to solve this problem. This will also be an issue for lunar and Mars spaceflight vehicles, space suits, and surface habitats. In an effort to address this problem, NASA is working to leverage the technology developed in its Aeronautics Research Mission Directorate (ARMD), specifically at the Glenn Research Center (GRC), to design highly efficient and quiet fans for reducing community noise levels from civilian aircraft. This technology was created over decades of research and development, and was proven to be effective at reducing aircraft noise levels. The current collaboration across NASA Centers, including HQ, GRC, and the Johnson Space Center (JSC) in this area is the first effort at re-purposing these tools, i.e. design codes and techniques, developed for high Reynolds number fans to spaceflight vehicle and habitat, low Reynolds number, fans. This paper will discuss the need for transfer of aeronautics fan design technology to spaceflight use. This paper will also discuss the potential benefits from this, which are significant, including 1) volume and mass savings from noise controls that are no longer as large or needed at all, 2) reduced system pressure loss from mufflers and silencers (that don’t need to be as restrictive) for better ventilation, 3) reduced power draw because of the reduced system pressure loss and the highly efficient fan design, and 4) satisfying spaceflight vehicle acoustic requirements to provide a safe and habitable acoustic environment for astronaut crewmembers. All of these benefits will be crucial for the successful development and operations of future spaceflight vehicles, space suits, and habitats.

Christopher S. Allen↗
NASA NTRS2006

Atmosphere Revitalization Technology Development for Crewed Space Exploration

As space exploration objectives extend human presence beyond low Earth orbit, the solutions to technological challenges presented by supporting human life in the hostile space environment must build upon experience gained during past and present crewed space exploration programs. These programs and the cabin atmosphere revitalization process technologies and systems developed for them represent the National Aeronautics and Space Administration s (NASA) past and present operational knowledge base for maintaining a safe, comfortable environment for the crew. The contributions of these programs to the NASA s technological and operational working knowledge base as well as key strengths and weaknesses to be overcome are discussed. Areas for technological development to address challenges inherent with the Vision for Space Exploration (VSE) are presented and a plan for their development employing unit operations principles is summarized

Perry, Jay L.↗
NASA NTRS2014

Use Of The Operational Air Quality Monitor (AQM) For In-Flight Water Testing Project

A primary requirement for manned spaceflight is Environmental Health which ensures air and water contaminants, acoustic profiles, microbial flora, and radiation exposures within the cabin are maintained to levels needed for crew health and for vehicle system functionality. The reliance on ground analyses of returned samples is a limitation in the current environmental monitoring strategy that will prevent future Exploration missions beyond low-Earth orbit. This proposal attempts to address this shortcoming by advancing in-flight analyses of water and air. Ground analysis of in-flight, air and water samples typically employ vapor-phase analysis by gas chromatography-mass spectrometry (GC-MS) to identify and quantify organic compounds present in the samples. We envision the use of newly-developed direct ionization approaches as the most viable avenue leading towards an integrated analytical platform for the monitoring of water, air, and, potentially bio-samples in the cabin environment. Development of an in-flight instrument capable of analyzing air and water samples would be the logical next step to meeting the environmental monitoring needs of Exploration missions. Currently, the Air Quality Monitor (AQM) on-board ISS provides this specific information for a number of target compounds in the air. However, there is a significant subset of common target compounds between air and water. Naturally, the following question arises, "Can the AQM be used for both air and water quality monitoring?" Previous directorate-level IR&D funding led to the development of a water sample introduction method for mass spectrometry using electrothermal vaporization (ETV). This project will focus on the integration of the ETV with a ground-based AQM. The capabilities of this integrated platform will be evaluated using a subset of toxicologically important compounds.

Macatangay, Ariel↗
NASA NTRS2010

Systems Modeling for Crew Core Body Temperature Prediction Postlanding

The Orion Crew Exploration Vehicle, NASA s latest crewed spacecraft project, presents many challenges to its designers including ensuring crew survivability during nominal and off nominal landing conditions. With a nominal water landing planned off the coast of San Clemente, California, off nominal water landings could range from the far North Atlantic Ocean to the middle of the equatorial Pacific Ocean. For all of these conditions, the vehicle must provide sufficient life support resources to ensure that the crew member s core body temperatures are maintained at a safe level prior to crew rescue. This paper will examine the natural environments, environments created inside the cabin and constraints associated with post landing operations that affect the temperature of the crew member. Models of the capsule and the crew members are examined and analysis results are compared to the requirement for safe human exposure. Further, recommendations for updated modeling techniques and operational limits are included.

Cross, Cynthia↗
NASA NTRSDate not supplied

Gateway Integrated Environmental Control and Life Support System (ECLSS) Overview and Status

The Gateway comprised of modules provided by commercial and international partners will be a lunar orbiting platform that is a critical element in the Moon to Mars architecture. Of the 4 modules that comprise the Gateway, the core Environmental Control and Life Support System (ECLSS) is provided by the Habitation and Logistics Outpost (HALO) module provided by NASA, and the International Habitat (I-Hab) provided by the European Space Agency (ESA) with the ECLSS provided by the Japanese Space Agency (JAXA). These modules work together to provide pressure control, air revitalization, and air conditioning capabilities for the Gateway integrated habitable volumes and attached visiting vehicles during open hatch crewed operations. Individually, they maintain the internal atmosphere during the long periods of dormancy between crewed operations to support payload operations and ensure a safe environment when the crew returns. Additionally, NASA bolsters crew survivability by providing government furnished equipment (GFE) to support crew survival in the face of catastrophic hazards (such as fire or a cabin air leak) until the Gateway stack reaches a point in the orbit where crew can safely abort on Orion. This paper explains the key driving requirements, architecture, and development status of the Gateway ECLSS.

Gateway↗
NASA NTRS2007

Risk Assessment of Physiological Effects of Atmospheric Composition and Pressure in Constellation Vehicles

To limit the risk of fire and reduce denitrogenation time to prevent decompression sickness to support frequent extravehicular activities on the Moon, a hypobaric (PB = 414 mmHg) and mildly hypoxic (ppO2 = 132 mmHg, 32% O2 - 68% N2) living environment is considered for the Crew Exploration Vehicle (CEV) and Lunar Surface Access Module (LSAM). With acute change in ppO2 from 145-178 mmHg at standard vehicular operating pressure to less than 125 mmHg at desired lunar surface vehicular operating pressures, there is the possibility that some crewmembers may develop symptoms of Acute Mountain Sickness (AMS). The signs and symptoms of AMS (headache plus nausea, dizziness, fatigue, or sleeplessness), could impact crew health and performance on lunar surface missions. An exhaustive literature review on the topic of the physiological effects of reduced ppO2 and absolute pressure as may contribute to the development of altitude symptoms or AMS was performed. The results of the nine most rigorous studies were collated, analyzed and contents on AMS and hypoxia symptoms summarized. There is evidence for an absolute pressure effect per se on AMS, so the higher the altitude for a given hypoxic alveolar O2 partial pressure (PAO2), the greater the AMS response. About 25% of adults are likely to experience mild AMS near 2,000 m altitude following a rapid ascent from sea level while breathing air (6,500 feet, acute PAO2 = 75 mmHg). The operational experience with the Shuttle staged denitrogenation protocol at 528 mmHg (3,048 m) while breathing 26.5% O2 (acute PAO2 = 85 mmHg) in astronauts adapting to microgravity suggests a similar likely experience in the proposed CEV environment. We believe the risk of mild AMS is greater given a PAO2 of 77 mmHg at 4,876 m altitude while breathing 32% O2 than at 1,828 m altitude while breathing 21% O2. Only susceptible astronauts would develop mild and transient AMS with prolonged exposure to 414 mmHg (4,876 m) while breathing 32% O2 (acute PAO2 = 77 mmHg). So the following may be employed for operational risk reduction: 1) develop procedures to increase PB as needed in the CEV, and use a gradual or staged reduction in cabin pressure during lunar outbound; 2) train crews for symptoms of hypoxia, to allow early recognition and consider pre-adaptation of crews to a hypoxic environment prior to launch, 3) consider prophylactic acetazolamide for acute pressure changes and be prepared to treat any AMS associated symptoms early with both carbonic anhydrase inhibitors and supplemental oxygen.

Scheuring, Richard A.↗
NASA NTRSDate not supplied

An Overview of Spacecraft Aerosols: Sources, Dynamics, and Knowledge Gaps

NASA has prioritized development of airborne particulate monitoring systems and mitigation strategies for future Lunar, Martian, and deep-space exploration missions. Airborne particles, also called aerosols, can cause human health problems ranging from mild respiratory discomfort to more severe disease. NASA’s suspended cabin particle and Lunar dust concentration requirements are motivated by protecting crew health and comfort during spaceflight, especially as mission durations lengthen and become increasingly ground-independent. Spacecraft cabin aerosols can originate from a variety of sources, including skin flakes, fibers from clothes and other materials, mechanical wear from equipment, and personal care products (e.g., antiperspirant). As NASA plans future expeditions to the Moon and Mars, Lunar and planetary dust compose an additional, under-characterized source for airborne particles. In addition to these known sources, recent studies on ISS cabin aerosols also revealed particles with unknown origins and poorly understood formation mechanisms, including some that may be formed by oxidative and/or heterogeneous chemical processes. The aerosol monitors payload, to be launched February 2025, will focus on understanding these unknown sources and processes, as well as demonstrating novel technologies for particulate monitoring to be infused in future space flight programs. In this presentation, we will present our knowledge of spacecraft cabin aerosols to date, summarizing aerosol measurement experiments from Shuttle through ISS. Cabin aerosol sources, known and unknown, will be summarized, and knowledge gaps for future long-duration space exploration missions will be discussed.

Claire Fortenberry↗
NASA NTRS2007

Risk Assessment of Physiological Effects of Atmospheric Composition and Pressure in Constellation Vehicles

To reduce denitrogenation time to prevent decompression sickness to support frequent extravehicular activities on the Moon, and to limit the risk of fire, a hypobaric (P(sub B) = 414 mmHg) and mildly hypoxic (ppO2 = 132 mmHg, 32% O2 - 68% N2) living environment is being considered during lunar missions for the Crew Exploration Vehicle (CEV) and Lunar Surface Access Module (LSAM). If the vehicular ppO2 is acutely changed from 145-178 mmHg at standard vehicular operating pressure to less than 125 mmHg at desired lunar surface outpost operating pressures, there is the possibility that some crewmembers may develop symptoms of Acute Mountain Sickness (AMS). The signs and symptoms of AMS (headache plus nausea, dizziness, fatigue, or sleeplessness), could impact crew health and performance on lunar surface missions. Methods: An exhaustive literature review on the topic of the physiological effects of reduced ppO2 and absolute pressure as may contribute to the development of hypoxia and altitude symptoms or AMS. The results of the nine most rigorous studies were collated, analyzed and contents on the physiological concerns associated with hypobaric operations, AMS and hypoxia symptoms summarized. Results: Although space vehicles have operated in hypobaric conditions previously, they have not operated in a mildly hypoxic ppO2. There is evidence for an absolute pressure effect per se on AMS, such that the higher the altitude for a given hypoxic alveolar O2 partial pressure (P(sub A)O2), the greater the likelihood of an AMS response. About 25% of adults are likely to experience mild AMS near 2,000 m (xxx mmHg) altitude following a rapid ascent from sea level while breathing air (6,500 feet, acute (P(sub A)O2) = 75 mmHg). The operational experience with the Shuttle staged denitrogenation protocol at 528 mmHg (3,048 m) while breathing 26.5% O2 (acute (P(sub A)O2) = 85 mmHg) in astronauts adapting to microgravity suggests a similar likely experience in the proposed CEV environment. Conclusions: We feel that the slightly elevated risk of AMS with the recommended exploration atmospheric parameters is offset by the DCS risk reduction and improved operational efficiency offered by the hypobaric lunar surface vehicular pressure. We believe the risk of mild AMS is greater given a (P(sub A)O2) of 77 mmHg at 4,876 m altitude while breathing 32% O2 than at 1,828 m altitude while breathing 21% O2. Only susceptible astronauts would develop mild and transient AMS with prolonged exposure to 414 mmHg (4,876 m) while breathing 32% O2 (acute (P(sub A)O2) = 77 mmHg). So the following may be employed for operational risk reduction: 1) develop procedures to increase P(sub B) as needed in the CEV, and use a gradual or staged reduction in cabin pressure during lunar outbound; 2) train crews for symptoms of hypoxia, to allow early recognition and consider pre-adaptation of crews to a hypoxic environment prior to launch, 3) consider prophylactic acetazolamide for acute pressure changes and be prepared to treat any AMS associated symptoms early with both carbonic anhydrase inhibitors and supplemental oxygen.

Scheuring, Richard A.↗
NASA NTRS2002

STS-109 Mission Highlights Resource Tape: Flight Days 6 & 7 - Part 3 of 4

This video, Part 3 of 4, shows the activities of the STS-109 crew (Scott Altman, Commander; Duane Carey, Pilot; John Grunsfeld, Payload Commander; Nancy Currie, James Newman, Richard Linnehan, Michael Massimino, Mission Specialists) during flight days 6 and 7. The activities from other flight days can be seen on 'STS-109 Mission Highlights Resource Tape' Part 1 of 4 (internal ID 2002139471), 'STS-109 Mission Highlights Resource Tape' Part 2 of 4 (internal ID 2002137664), and 'STS-109 Mission Highlights Resource Tape' Part 4 of 4 (internal ID 2002137577). Flight day 6 features a very complicated EVA (extravehicular activity) to service the HST (Hubble Space Telescope). Astronauts Grunsfeld and Linnehan replace the HST's power control unit, disconnecting and reconnecting 36 tiny connectors. The procedure includes the HST's first ever power down. The cleanup of spilled water from the coollant system in Grunsfeld's suit is shown. The pistol grip tool, and two other space tools are also shown. On flight day 7, Newman and Massimino conduct an EVA. They replace the HST's FOC (Faint Object Camera) with the ACS (Advanced Camera for Surveys). The video ends with crew members playing in the shuttle's cabin with a model of the HST.

Source record↗
NASA NTRS2009

Use of Intermittent Recompression and Nitrox Breathing Mixtures during Lunar Extravehicular Activities

INTRODUCTION: NASA's plans for lunar surface exploration include pressurized suitport rovers that are quickly ingressed and egressed with minimal consumables losses. This capability enables crewmembers to perform multiple short extravehicular activities (EVAs) at different locations in a single day versus a single 8-hr EVA. Modeling work and empirical human and animal data indicate that intermittent recompressions between EVA suit pressure and cabin pressure reduce decompression stress. Savings in crew time and gas losses may also be achieved if the N2 purge is shortened to 2 minutes, achieving 80% O2 (vs. 8 minutes, 95% O2). METHODS: A validated Tissue Bubble Dynamics Model was used to predict decompression stress using 80% and 95% O2 breathing mixtures during 3 x 2-hr EVAs (4.3 PSIA) with 1hr recompressions back to 8.0 PSIA (32% O2) versus a single 8-hr EVA. 15 minutes was spent at 6.0 PSIA before depressurizations to 4.3 PSIA; initial EVA tasks could be performed during this time. Model validation was based on significant prediction (p<0.001) and goodness of fit with 84 cases of DCS in 668 altitude exposures (McFadden s rho-squared=0.214). RESULTS: A 2.2% predicted increase in DCS risk due to the shortened purge is more than compensated for by a predicted 2.5% reduction in DCS risk due to intermittent recompression. 15 minutes at 80% O2, 6.0 PSIA prior to a 4.3 PSIA EVA prevents supersaturation in the brain and spinal cord (5-10 minute half-time compartments) and reduces tissue tensions in 40 min compartments, where most of the body s inert gas is located, to approximately the same levels (4.39 vs 4.00 PSIA) as achieved during a 40 min 95% O2 prebreathe at 10.2 PSIA. CONCLUSIONS: Intermittent recompressions between lunar EVAs may enable reductions in suit purge and prebreathe requirements, decompression stress, and/or suit operating pressures.

Gernhardt, M.L.↗
NASA NTRS2004

Spacecraft Cabin Atmospheric Major Constituent Monitoring Using Off-the-Shelf Techniques

Since the beginning of the crewed space exploration program, the National Aeronautics and Space Administration (NASA) recognized the need to monitor the composition of a spacecraft cabin atmosphere. Typically, major constituent monitoring has been limited to nitrogen, oxygen, carbon dioxide, and water vapor. For the International Space Station, mass spectroscopy was selected as the baseline technology for this task. Recently, new techniques for monitoring major atmospheric constituents have matured commercially making them viable for crewed spacecraft applications. These techniques have advantages over the mass spectroscopy and electrochemically-based instruments used on board the /SS and Shuttle. Fast laser diode oxygen analysis, solid-state infrared carbon dioxide detection, and thin-film capacitive humidity detection are among the emerging techniques. Representative instruments employing these techniques have been selected and tested to demonstrate their potential for crewed spacecraft applications. A summary of testing results is provided.

Perry, Jay L.↗
NASA NTRS2002

Airline Chair-rest Deconditioning: Induction of Immobilization Thromboemboli?

Air passenger miles will likely double by year 2020. The altered and restrictive environment in an airliner cabin can influence hematological homeostasis in passengers and crew. Flight-related deep various thromboemboli (DVT) have been associated with at least 577 deaths on 42 of 120 airlines from 1977 to 1984 (25 deaths/million departures), whereas many such cases go unreported. However, there are four major factors that could influence formation of possible flight-induced DVT: sleeping accomodations (via sitting immobilization), travelers' medical history (via tissue injury), cabin environmental factors (via lower partial pressure of oxygen and lower relative humidity), and the more encompassing chair-rest deconditioning (C-RD) syndrome. There is ample evidence that recent injury and surgery (especially in deconditioned hospitalized patients) facilitate thrombophlebitis and formation of DVT that may be exacerbated by the immobilization of prolonged air travel. In the healthy flying population immobilization factors associated with prolonged (> 5 hr) C-RID such as total body dehydration, hypovolemia and increased blood viscosity, and reduced various blood flow (pooling) in the legs may facilitate formation of DVT. However, data from at least four case-controlled epidemiological studies did not confirm a direct causative relationship between air travel and DART, but factors such as history of vascular thromboemboli, various insufficiency, chronic heart failure, obesity, immobile standing position, more than 3 pregnancies, infectious disease, long-distance travel, muscular trauma and violent physical effort were significantly more frequent in DVT patients than in controls. Thus, there is no clear, direct evidence yet that prolonged sitting in airliner seats, or prolonged experimental chair-rest- or bed- rest-deconditioning treatments cause deep various thromboemboli in healthy people.

Greenleaf, J. E.↗
NASA NTRS2004

Airline chair-rest deconditioning: induction of immobilisation thromboemboli?

Air passenger miles will likely double by year 2020. The altered and restrictive environment in an airliner cabin can influence haematological homeostasis in passengers and crew. Flight-related deep venous thromboemboli (DVT) have been associated with at least 577 deaths on 42 of 120 airlines from 1977 to 1984 (25 deaths/million departures), whereas many such cases go unreported. However, there are four major factors that could influence formation of possible flight-induced DVT: sleeping accommodations (via sitting immobilisation); travellers' medical history (via tissue injury); cabin environmental factors (via lower partial pressure of oxygen and lower relative humidity); and the more encompassing chair-rest deconditioning (C-RD) syndrome. There is ample evidence that recent injury and surgery (especially in deconditioned hospitalised patients) facilitate thrombophlebitis and formation of DVT that may be exacerbated by the immobilisation of prolonged air travel.In the healthy flying population, immobilisation factors associated with prolonged (>5 hours) C-RD such as total body dehydration, hypovolaemia and increased blood viscosity, and reduced venous blood flow (pooling) in the legs may facilitate formation of DVT. However, data from at least four case-controlled epidemiological studies did not confirm a direct causative relationship between air travel and DVT, but factors such as a history of vascular thromboemboli, venous insufficiency, chronic heart failure, obesity, immobile standing position, more than three pregnancies, infectious disease, long-distance travel, muscular trauma and violent physical effort were significantly more frequent in DVT patients than in controls. Thus, there is no clear, direct evidence yet that prolonged sitting in airliner seats, or prolonged experimental chair-rest or bed-rest deconditioning treatments cause DVT in healthy people.

Review, Tutorial↗
NASA NTRS1990

Spacelab 3 mission

Spacelab-3 (SL-3) was the first microgravity mission of extended duration involving crew interaction with animal experiments. This interaction involved sharing the Spacelab environmental system, changing animal food, and changing animal waste trays by the crew. Extensive microbial testing was conducted on the animal specimens and crew and on their ground and flight facilities during all phases of the mission to determine the potential for cross contamination. Macroparticulate sampling was attempted but was unsuccessful due to the unforseen particulate contamination occurring during the flight. Particulate debris of varying size (250 micron to several inches) and composition was recovered post flight from the Spacelab floor, end cones, overhead areas, avionics fan filter, cabin fan filters, tunnel adaptor, and from the crew module. These data are discussed along with solutions, which were implemented, for particulate and microbial containment for future flight facilities.

Dalton, Bonnie P.↗