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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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NASA NTRS1947

Low-Speed Wind-Tunnel Tests of a Pilotless Aircraft Having Horizontal and Vertical Wings and Cruciform Tail

Low-speed tests of a pilotless aircraft were conducted in the Langley propeller-research tunnel to provide information for the estimation of the longitudinal stability and. control, to measure the aileron effectiveness, and to calibrate the radome and the Machmeter pitot-static orifices. It was found that the model possessed a stEb.le variation of elevator angle required for trim throughout the speed range at the design angle of attack. A comparison of the airplane with and without JATO units and with an alternate rocket booster showed that a large loss in longitudinal stability and control resulting from the addition of the rocket booster to the aircraft was sufficient to make the rocket-booster assembly unsatisfactory as an alternate for the JATO units. Reversal of the aileron effectiveness was evident at positive deflections of the vertical wing flap indicating that the roll-stabilization system would produce roiling moments in a tight right turn contrary to its design purpose. Vertical-wing-flap deflections caused large errors in the static-pressure reading obtained by the original static-tube installation. A practical installation point on the fuselage was located which should yield reliable measurement of the free-stream static pressure.

Mastrocola, N↗
NASA NTRS2012

Aeroelastic Modeling of Elastically Shaped Aircraft Concept via Wing Shaping Control for Drag Reduction

Lightweight aircraft design has received a considerable attention in recent years as a means for improving cruise efficiency. Reducing aircraft weight results in lower lift requirements which directly translate into lower drag, hence reduced engine thrust requirements during cruise. The use of lightweight materials such as advanced composite materials has been adopted by airframe manufacturers in current and future aircraft. Modern lightweight materials can provide less structural rigidity while maintaining load-carrying capacity. As structural flexibility increases, aeroelastic interactions with aerodynamic forces and moments become an increasingly important consideration in aircraft design and aerodynamic performance. Furthermore, aeroelastic interactions with flight dynamics can result in issues with vehicle stability and control. Abstract This paper describes a recent aeroelastic modeling effort for an elastically shaped aircraft concept (ESAC). The aircraft model is based on the rigid-body generic transport model (GTM) originally developed at NASA Langley Research Center. The ESAC distinguishes itself from the GTM in that it is equipped with highly flexible wing structures as a weight reduction design feature. More significantly, the wings are outfitted with a novel control effector concept called variable camber continuous trailing edge (VCCTE) flap system for active control of wing aeroelastic deflections to optimize the local angle of attack of wing sections for improved aerodynamic efficiency through cruise drag reduction and lift enhancement during take-off and landing. The VCCTE flap is a multi-functional and aerodynamically efficient device capable of achieving high lift-to-drag ratios. The flap system is comprised of three chordwise segments that form the variable camber feature of the flap and multiple spanwise segments that form a piecewise continuous trailing edge. By configuring the flap camber and trailing edge shape, drag reduction could be achieved. Moreover, some parts of the flap system can be made to have a high frequency response for roll control, gust load alleviation, and aeroservoelastic (ASE) modal suppression control. Abstract The aeroelastic model of the ESAC is based on one-dimensional structural dynamic theory that captures the aeroelastic deformation of a wing structure in a combined motion that involves flapwise bending, chordwise bending, and torsion. The model includes the effect of aircraft propulsion due to wing flexibility which causes the propulsive forces and moments to couple with the wing elastic motion. Engine mass is also accounted in the model. A fuel management model is developed to describe the wing mass change due to fuel usage in the main tank and wing tanks during cruise. Abstract The model computes both static and dynamic responses of the wing structures. The static aeroelastic deflections are used to estimate the effect of wing flexibility on induced drag and the potential drag reduction by the VCCTE flap system. A flutter analysis is conducted to estimate the flutter speed boundary. Gust load alleviation via adaptive control has been recently investigated to address flexibility of aircraft structures. A multi-objective flight control approach is presented for drag reduction control. The approach is based on an optimal control framework using a multi-objective cost function. Future studies will demonstrate the potential benefits of the approach.

Aeroelasticity↗
NASA NTRS1994

Supersonic aerodynamic characteristics of a circular body Earth-to-Orbit vehicle

The circular body configuration is a generic single- or multi-stage reusable Earth-to-orbit transport. A thick clipped-delta wing is the major lifting surface. For directional control, three different vertical fin arrangements were investigated: a conventional aft-mounted center fin, wingtip fins, and a nose-mounted fin. The tests were conducted in the Langley Unitary Plan Wind Tunnel. The configuration is longitudinally stable about the estimated center of gravity of 0.72 body length up to a Mach number of about 3.0. Above Mach 3.0, the model is longitudinally unstable at low angles of attack but has a stable secondary trim point at angles of attack above 30 deg. The model has sufficient pitch control authority with elevator and body flap to produce stable trim over the test range. The model with the center fin is directionally stable at low angles of attack up to a Mach number of 3.90. The rudder-like surfaces on the tip fins and the all-movable nose fin are designed as active controls to produce artificial directional stability and are effective in producing yawing moment. The wing trailing-edge aileron surfaces are effective in producing rolling moment, but they also produce large adverse yawing moment.

Ware, George M.↗
NASA NTRS2015

A Maneuvering Flight Noise Model for Helicopter Mission Planning

A new model for estimating the noise radiation during maneuvering flight is developed in this paper. The model applies the Quasi-Static Acoustic Mapping (Q-SAM) method to a database of acoustic spheres generated using the Fundamental Rotorcraft Acoustics Modeling from Experiments (FRAME) technique. A method is developed to generate a realistic flight trajectory from a limited set of waypoints and is used to calculate the quasi-static operating condition and corresponding acoustic sphere for the vehicle throughout the maneuver. By using a previously computed database of acoustic spheres, the acoustic impact of proposed helicopter operations can be rapidly predicted for use in mission-planning. The resulting FRAME-QS model is applied to near-horizon noise measurements collected for the Bell 430 helicopter undergoing transient pitch up and roll maneuvers, with good agreement between the measured data and the FRAME-QS model.

Greenwood, Eric↗
NASA NTRS1990

Prediction of forces and moments for flight vehicle control effectors. Part 1: Validation of methods for predicting hypersonic vehicle controls forces and moments

Many types of hypersonic aircraft configurations are currently being studied for feasibility of future development. Since the control of the hypersonic configurations throughout the speed range has a major impact on acceptable designs, it must be considered in the conceptual design stage. The ability of the aerodynamic analysis methods contained in an industry standard conceptual design system, APAS II, to estimate the forces and moments generated through control surface deflections from low subsonic to high hypersonic speeds is considered. Predicted control forces and moments generated by various control effectors are compared with previously published wind tunnel and flight test data for three configurations: the North American X-15, the Space Shuttle Orbiter, and a hypersonic research airplane concept. Qualitative summaries of the results are given for each longitudinal force and moment and each control derivative in the various speed ranges. Results show that all predictions of longitudinal stability and control derivatives are acceptable for use at the conceptual design stage. Results for most lateral/directional control derivatives are acceptable for conceptual design purposes; however, predictions at supersonic Mach numbers for the change in yawing moment due to aileron deflection and the change in rolling moment due to rudder deflection are found to be unacceptable. Including shielding effects in the analysis is shown to have little effect on lift and pitching moment predictions while improving drag predictions.

Maughmer, Mark D.↗
NASA NTRS1989

Three ages of Venus

A central question for any planet is the age of its surface. Based on comparative planetological arguments, Venus should be as young and active as the Earth (Wood and Francis). The detection of probable impact craters in the Venera radar images provides a tool for estimating the age of the surface of Venus. Assuming somewhat different crater production rates, Bazilevskiy et al. derived an age of 1 + or - 0.5 billion years, and Schaber et al. and Wood and Francis estimated an age of 200 to 400 million years. The known impact craters are not randomly distributed, however, thus some area must be older and others younger than this average age. Ages were derived for major geologic units on Venus using the Soviet catalog of impact craters (Bazilevskiy et al.), and the most accessible geologic unit map (Bazilevskiy). The crater counts are presented for (diameters greater than 20 km), areas, and crater densities for the 7 terrain units and coronae. The procedure for examining the distribution of craters is superior to the purely statistical approaches of Bazilevskiy et al. and Plaut and Arvidson because the bins are larger (average size 16 x 10(6) sq km) and geologically significant. Crater densities define three distinct groups: relatively heavily cratered (Lakshmi, mountain belts), moderately cratered (smooth and rolling plains, ridge belts, and tesserae), and essentially uncratered (coronae and domed uplands). Following Schaber et al., Grieve's terrestrial cratering rate of 5.4 + or - 2.7 craters greater than 20 km/10(9) yrs/10(6) sq km was used to calculate ages for the geologic units on Venus. To improve statistics, the data was aggregated into the three crater density groups, deriving the ages. For convenience, the three similar age groups are given informal time stratigraphic unit names, from youngest to oldest: Ulfrunian, Sednaian, Lakshmian.

Wood, Charles A.↗
NASA NTRSDate not supplied

Confidence-Based Buffer for Strategic Deconfliction with Probabilistic Operational Intent

This paper presents a methodology to expand the 95% confidence level of the elliptical geometry given by Unmanned Aircraft System (UAS) operators planning to fly Beyond Visual Line of Sight (BVLOS) to any confidence level before being fed to the strategic deconfliction (SD) module, effectively increasing the separation buffer between Operational Intents (OIs). To assess the performance of this approach, it is integrated within an adaptation of the Rolling Horizon with K-Position Search volume-based strategic deconfliction approach, previously developed at NASA Ames, preventing the 4D overlapping of OIs shaped by ellipses instead of traditional blocks. Safety and efficiency metrics are evaluated through the deconfliction of four simulated package delivery route network structures across the San Francisco Metropolitan Area with increasing numbers of crossing waypoints (network complexity). Safety assessment entails the in-house creation of a metric to quantify collision occurrences per flight hour based on the frequency at which the probabilistic operational volume segments are sampled, whereas efficiency is measured using ground delay. Results indicate that the largest buffer growth occurs when increasing the confidence level beyond 99.9% and demonstrate the negative impact of network complexity on both metrics, regardless of the OI geometry. Further, the ellipse-based SD adaptation more accurately estimates temporal separation at crossings, allowing deconflicted vehicles to be closer together. It is concluded that the proposed methodology enables the desired confidence level to serve as an effective controller of buffer size.

strategic deconfliction↗
NASA NTRSDate not supplied

Confidence-Based Buffer for Strategic Deconfliction with Probabilistic Operational Intent

This paper presents a methodology to expand the 95% confidence level of the elliptical geometry given by Unmanned Aircraft System (UAS) operators planning to fly Beyond Visual Line of Sight (BVLOS) to any confidence level before being fed to the strategic deconfliction (SD) module, effectively increasing the separation buffer between Operational Intents (OIs). To assess the performance of this approach, it is integrated within an adaptation of the Rolling Horizon with K-Position Search volume-based strategic deconfliction approach, previously developed at NASA Ames, preventing the 4D overlapping of OIs shaped by ellipses instead of traditional blocks. Safety and efficiency metrics are evaluated through the deconfliction of four simulated package delivery route network structures across the San Francisco Metropolitan Area with increasing numbers of crossing waypoints (network complexity). Safety assessment entails the in-house creation of a metric to quantify collision occurrences per flight hour based on the frequency at which the probabilistic operational volume segments are sampled, whereas efficiency is measured using ground delay. Results indicate that the largest buffer growth occurs when increasing the confidence level beyond 99.9% and demonstrate the negative impact of network complexity on both metrics, regardless of the OI geometry. Further, the ellipse-based SD adaptation more accurately estimates temporal separation at crossings, allowing deconflicted vehicles to be closer together. It is concluded that the proposed methodology enables the desired confidence level to serve as an effective controller of buffer size.

safety↗
NASA NTRS2011

N plus 3 Advanced Concept Studies for Supersonic Commercial Transport Aircraft Entering Service in the 2030-2035 Period

Boeing, with Pratt & Whitney, General Electric, Rolls-Royce, M4 Engineering, Wyle Laboratories and Georgia Institute of Technology, conducted a study of supersonic commercial aircraft concepts and enabling technologies for the year 2030-2035 timeframe. The work defined the market and environmental/regulatory conditions that could evolve by the 2030/35 time period, from which vehicle performance goals were derived. Relevant vehicle concepts and technologies are identified that are anticipated to meet these performance and environmental goals. A series of multidisciplinary analyses trade studies considering vehicle sizing, mission performance and environmental conformity determined the appropriate concepts. Combinations of enabling technologies and the required technology performance levels needed to meet the desired goals were identified. Several high priority technologies are described in detail, including roadmaps with risk assessments that outline objectives, key technology challenges, detailed tasks and schedules and demonstrations that need to be performed. A representative configuration is provided for reference purposes, along with associated performance estimates based on these key technologies.

Welge, H. Robert↗
NASA NTRS2008

Field Observations of Soil Moisture Variability across Scales

In this study, over 36,000 ground-based soil moisture measurements collected during the SGP97, SGP99, SMEX02, and SMEX03 field campaigns were analyzed to characterize the behavior of soil moisture variability across scales. The field campaigns were conducted in Oklahoma and Iowa in the central USA. The Oklahoma study region is sub-humid with moderately rolling topography, while the Iowa study region is humid with low-relief topography. The relationship of soil moisture standard deviation, skewness and the coefficient of variation versus mean moisture content was explored at six distinct extent scales, ranging from 2.5 m to 50 km. Results showed that variability generally increases with extent scale. The standard deviation increased from 0.036 cm3/cm3 at the 2.5-m scale to 0.071 cm3/cm3 at the 50-km scale. The log standard deviation of soil moisture increased linearly with the log extent scale, from 16 m to 1.6 km, indicative of fractal scaling. The soil moisture standard deviation versus mean moisture content exhibited a convex upward relationship at the 800-m and 50-km scales, with maximum values at mean moisture contents of roughly 0.17 cm3/cm3 and 0.19 cm3/cm3, respectively. An empirical model derived from the observed behavior of soil moisture variability was used to estimate uncertainty in the mean moisture content for a fixed number of samples at the 800-m and 50-km scales, as well as the number of ground-truth samples needed to achieve 0.05 cm3/cm3 and 0.03 cm3/cm3 accuracies. The empirical relationships can also be used to parameterize surface soil moisture variations in land surface and hydrological models across a range of scales. To our knowledge, this is the first study to document the behavior of soil moisture variability over this range of extent scales using ground-based measurements. Our results will contribute not only to efficient and reliable satellite validation, but also to better utilization of remotely sensed soil moisture products for enhanced modeling and prediction.

Famiglietti, James S.↗
NASA NTRS1990

A study of fracture mechanisms in ATD roller bearing

The purpose was to investigate how microstructures, especially anisotropy, affects internal stresses and the overall mechanical response of bearings. Samples with the stress axis along the aligned carbide direction possessed high modulus values compared to those with their axis perpendicular to the carbide stringers. The difference in the modulus was found to be more than a factor of two. A series of experiments was conducted on rolled samples to further investigate this effect; the two sets of results were consistent with each other. The degree of anisotropy of the microstructure in terms of the carbide and matrix orientations was determined using x-ray diffraction. The stress state determination was conducted using neutron diffraction. It was found that there was little variation in the distribution of the internal stresses amongst different samples, indicating that small changes in the processing and geometrical conditions did not result in significant variations in the internal stress. A nominal tensile hoop stress of 39 ksi was obtained for the inner raceway. Furthermore, during the course of the investigation, it was apparent that there was a need to determine the stress state induced by the shrink fitting process. Therefore, a series of experiments was conducted using strain gages to identify the stress distribution in a shrink fitting process in three different types of geometries. Correlations were obtained to estimate the highest stress values in the outer and inner groove geometry. A finite element program based on the ANSYS system was developed to compute the stress distribution in the inner raceway geometry. This analysis indicates that the highest tensile stress in the system occurs at the ID of the ring with a stress value of over 5 times that of the applied radial stress. Results from all these facets were correlated with one another. It appears that the material does not fail as a result of any one single factor, but results from a combination of the various factors investigated.

Zee, Ralph H.↗
NASA NTRS1995

The vestibulo-ocular reflex of the squirrel monkey during eccentric rotation and roll tilt

The vestibulo-ocular reflexes (VOR) are determined not only by angular acceleration, but also by the presence of gravity and linear acceleration. This phenomenon was studied by measuring three-dimensional nystagmic eye movements, with implanted search coils, in six male squirrel monkeys during eccentric rotation. Monkeys were rotated in the dark at a constant velocity of 200 degrees/s (centrally or 79 cm off axis) with the axis of rotation always aligned with gravity and the spinal axis of the upright monkeys. The monkey's orientation (facing-motion or back-to-motion) had a dramatic influence on the VOR. These experiments show that: (a) the axis of eye rotation always shifted toward alignment with gravito-inertial force; (b) the peak value of horizontal slow phase eye velocity was greater with the monkey facing-motion than with back-to-motion; and (c) the time constant of horizontal eye movement decay was smaller with the monkey facing-motion than with back-to-motion. All of these findings were statistically significant and consistent across monkeys. In another set of tests, the same monkeys were rapidly tilted about their naso-occipital (roll) axis. Tilted orientations of 45 degrees and 90 degrees were maintained for 1 min. Other than a compensatory angular VOR during the angular rotation, no consistent eye velocity response was observed during or following the tilt for any of the six monkeys. The absence of any eye movement response following tilt weighs against the possibility that translational linear VOR responses are due to simple high-pass filtering of the otolith signals. The VOR response during eccentric rotation was divided into the more familiar angular VOR and linear VOR components. The angular component is known to depend upon semicircular canal dynamics and central influences. The linear component of the response decays rapidly with a mean duration of only 6.6 s, while the axis of eye rotation rapidly aligns (< 10 s) with gravito-inertial force. These results are consistent with the hypothesis that the measurement of gravito-inertial force by the otolith organs is resolved into central estimates of linear acceleration and gravity, such that the central estimate of gravitational force minus the central estimate of linear acceleration approximately equals the otolith measurement of gravito-inertial force.

NASA Discipline Neuroscience↗
NASA NTRS2011

Aperiodicity Correction for Rotor Tip Vortex Measurements

The initial roll-up of a tip vortex trailing from a model-scale, hovering rotor was measured using particle image velocimetry. The unique feature of the measurements was that a microscope was attached to the camera to allow much higher spatial resolution than hitherto possible. This also posed some unique challenges. In particular, the existing methodologies to correct for aperiodicity in the tip vortex locations could not be easily extended to the present measurements. The difficulty stemmed from the inability to accurately determine the vortex center, which is a prerequisite for the correction procedure. A new method is proposed for determining the vortex center, as well as the vortex core properties, using a least-squares fit approach. This approach has the obvious advantage that the properties are derived from not just a few points near the vortex core, but from a much larger area of flow measurements. Results clearly demonstrate the advantage in the form of reduced variation in the estimated core properties, and also the self-consistent results obtained using three different aperiodicity correction methods.

Ramasamy, Manikandan↗
NASA NTRS1993

Particle kinetic simulation of high altitude hypervelocity flight

In this grant period, the focus has been on enhancement and application of the direct simulation Monte Carlo (DSMC) particle method for computing hypersonic flows of re-entry vehicles. Enhancement efforts dealt with modeling gas-gas interactions for thermal non-equilibrium relaxation processes and gas-surface interactions for prediction of vehicle surface temperatures. Both are important for application to problems of engineering interest. The code was employed in a parametric study to improve future applications, and in simulations of aeropass maneuvers in support of the Magellan mission. Detailed comparisons between continuum models for internal energy relaxation and DSMC models reveals that several discrepancies exist. These include definitions of relaxation parameters and the methodologies for implementing them in DSMC codes. These issues were clarified and all differences were rectified in a paper (Appendix A) submitted to Physics of Fluids A, featuring several key figures in the DSMC community as co-authors and B. Haas as first author. This material will be presented at the Fluid Dynamics meeting of the American Physical Society on November 21, 1993. The aerodynamics of space vehicles in highly rarefied flows are very sensitive to the vehicle surface temperatures. Rather than require prescribed temperature estimates for spacecraft as is typically done in DSMC methods, a new technique was developed which couples the dynamic surface heat transfer characteristics into the DSMC flow simulation code to compute surface temperatures directly. This model, when applied to thin planar bodies such as solar panels, was described in AIAA Paper No. 93-2765 (Appendix B) and was presented at the Thermophysics Conference in July 1993. The paper has been submitted to the Journal of Thermophysics and Heat Transfer. Application of the DSMC method to problems of practical interest requires a trade off between solution accuracy and computational expense and limitations. A parametric study was performed and reported in AIAA Paper No. 93-2806 (Appendix C) which assessed the accuracy penalties associated with simulations of varying grid resolution and flow domain size. The paper was also presented at the Thermophysics Conference and will be submitted to the journal shortly. Finally, the DSMC code was employed to assess the pitch, yaw, and roll aerodynamics of the Magellan spacecraft during entry into the Venus atmosphere at off-design attitudes. This work was in support of the Magellan aerobraking maneuver of May 25-Aug. 3, 1993. Furthermore, analysis of the roll characteristics of the configuration with canted solar panels was performed in support of the proposed 'Windmill' experiment. Results were reported in AIAA Paper No. 93-3676 (Appendix D) presented at the Atmospheric Flight Mechanics Conference in August 1993, and were submitted to Journal of Spacecraft and Rockets.

Haas, Brian L.↗
NASA NTRS2007

NASA Tech Briefs, November 2007

Topics include: Wireless Measurement of Contact and Motion Between Contact Surfaces; Wireless Measurement of Rotation and Displacement Rate; Portable Microleak-Detection System; Free-to-Roll Testing of Airplane Models in Wind Tunnels; Cryogenic Shrouds for Testing Thermal-Insulation Panels; Optoelectronic System Measures Distances to Multiple Targets; Tachometers Derived From a Brushless DC Motor; Algorithm-Based Fault Tolerance for Numerical Subroutines; Computational Support for Technology- Investment Decisions; DSN Resource Scheduling; Distributed Operations Planning; Phase-Oriented Gear Systems; Freeze Tape Casting of Functionally Graded Porous Ceramics; Electrophoretic Deposition on Porous Non- Conductors; Two Devices for Removing Sludge From Bioreactor Wastewater; Portable Unit for Metabolic Analysis; Flash Diffusivity Technique Applied to Individual Fibers; System for Thermal Imaging of Hot Moving Objects; Large Solar-Rejection Filter; Improved Readout Scheme for SQUID-Based Thermometry; Error Rates and Channel Capacities in Multipulse PPM; Two Mathematical Models of Nonlinear Vibrations; Simpler Adaptive Selection of Golomb Power-of- Two Codes; VCO PLL Frequency Synthesizers for Spacecraft Transponders; Wide Tuning Capability for Spacecraft Transponders; Adaptive Deadband Synchronization for a Spacecraft Formation; Analysis of Performance of Stereoscopic-Vision Software; Estimating the Inertia Matrix of a Spacecraft; Spatial Coverage Planning for Exploration Robots; and Increasing the Life of a Xenon-Ion Spacecraft Thruster.

Source record↗
NASA NTRS2015

Deployment Technology of a Heliogyro Solar Sail for Long Duration Propulsion

Interplanetary, multi-mission, station-keeping capabilities will require that a spacecraft employ a highly efficient propulsion-navigation system. The majority of space propulsion systems are fuel-based and require the vehicle to carry and consume fuel as part of the mission. Once the fuel is consumed, the mission is set, thereby limiting the potential capability. Alternatively, a method that derives its acceleration and direction from solar photon pressure using a solar sail would eliminate the requirement of onboard fuel to meet mission objectives. MacNeal theorized that the heliogyro-configured solar sail architecture would be lighter, less complex, cheaper, and less risky to deploy a large sail area versus a masted sail. As sail size increases, the masted sail requires longer booms resulting in increased mass, and chaotic uncontrollable deployment. With a heliogyro, the sail membrane is stowed as a roll of thin film forming a blade when deployed that can extend up to kilometers. Thus, a benefit of using a heliogyro-configured solar sail propulsion technology is the mission scalability as compared to masted versions, which are size constrained. Studies have shown that interplanetary travel is achievable by the heliogyro solar sail concept. Heliogyro solar sail concept also enables multi-mission missions such as sample returns, and supply transportation from Earth to Mars as well as station-keeping missions to provide enhanced warning of solar storm. This paper describes deployment technology being developed at NASA Langley Research Center to deploy and control the center-of-mass/center-of-pressure using a twin bladed heliogyro solar sail 6-unit (6U) CubeSat. The 6U comprises 2x2U blade deployers and 2U for payload. The 2U blade deployers can be mounted to 6U or larger scaled systems to serve as a non-chemical in-space propulsion system. A single solar sail blade length is estimated to be 2.4 km with a total area from two blades of 720 m2; total allowable weight of a 6U CubeSat is approximately 8 kg. This makes the theoretical characteristic acceleration of approximately 0.75 mm/s2 at I AU (astronomical unit), when compared to IKAROS (0.005 mm/s2) and NanoSail-D (0.02 mm/s2).

Peerawan, Wiwattananon↗
NASA NTRSDate not supplied

Operational Modal Analysis of the Artemis I Dynamic Rollout Test and Wet Dress Rehearsal

NASA has developed an expendable heavy lift launch vehicle capability, the Space Launch System (SLS), to support lunar and deep space exploration. The uncrewed Artemis I was the first flight of this new launch vehicle and tested critical systems for the upcoming crewed Artemis II flight to the moon. Accelerations were recorded at a multitude of locations on Artemis, the Mobile Launcher (ML), and the Crawler Transporter (CT)during the rollout of Artemis I from the Vehicle Assembly Building (VAB) to Launch Pad 39B March 2022 and is referred to as the Artemis I Dynamic Rollout Test (DRT). While Artemis I was at Launch Pad 39B, the Wet Dress Rehearsal (WDR) was performed to demonstrate launch readiness and acceleration measurements were also recorded. Finally, Artemis I rolled back from Launch Pad 39B to the VAB in April 2022, where acceleration measurements were also recorded and is referred to as the rollback portion of DRT. Because the forces during rollout and at the launch pad acting on Artemis I, the ML, and the CT are not directly measurable, Operational Modal Analysis (OMA) techniques, instead of traditional Experimental Modal Analysis (EMA) techniques, were used to identify modal characteristics. The OMA analysis of DRT and WDR directly builds upon the lessons learned from the OMA analysis of an earlier rollout of the ML from the VAB. DRT and WDR dynamic characteristics will be used to support SLS Integrated Modal Test finite element model correlation efforts and Exploration Ground System ML and CT finite element model verification and validation, which are part of the Building Block approach the Space Launch System program has implemented. The dynamic characteristics extracted from DRT as well as the rollout acceleration time histories themselves will be used in the development of generic rollout forcing functions that will provide refined estimates of the Artemis IV rollout forces, which will have the heavier and larger SLS Block 1B launch vehicle and Mobile Launcher 2 (ML-2). This paper briefly describes Artemis I, the ML, and the CT physical characteristics, DRT rollout/rollback and WDR data collection, the challenges in implementing OMA techniques due in part to the CT harmonics, and how these challenges were overcome to obtain the Artemis I DRT configuration and WDR configuration modal characteristics.

Apollo↗
NASA NTRSDate not supplied

Operational Modal Analysis of the Artemis I Dynamic Rollout Test and Wet Dress Rehearsal

NASA has developed an expendable heavy lift launch vehicle capability, the Space Launch System (SLS), to support lunar and deep space exploration. The uncrewed Artemis I was the first flight of this new launch vehicle and tested critical systems for the upcoming crewed Artemis II flight to the moon. Accelerations were recorded at a multitude of locations on Artemis, the Mobile Launcher (ML), and the Crawler Transporter (CT)during the rollout of Artemis I from the Vehicle Assembly Building (VAB) to Launch Pad 39B March 2022 and is referred to as the Artemis I Dynamic Rollout Test (DRT). While Artemis I was at Launch Pad 39B, the Wet Dress Rehearsal (WDR) was performed to demonstrate launch readiness and acceleration measurements were also recorded. Finally, Artemis I rolled back from Launch Pad 39B to the VAB in April 2022, where acceleration measurements were also recorded and is referred to as the rollback portion of DRT. Because the forces during rollout and at the launch pad acting on Artemis I, the ML, and the CT are not directly measurable, Operational Modal Analysis (OMA) techniques, instead of traditional Experimental Modal Analysis (EMA) techniques, were used to identify modal characteristics. The OMA analysis of DRT and WDR directly builds upon the lessons learned from the OMA analysis of an earlier rollout of the ML from the VAB. DRT and WDR dynamic characteristics will be used to support SLS Integrated Modal Test finite element model correlation efforts and Exploration Ground System ML and CT finite element model verification and validation, which are part of the Building Block approach the Space Launch System program has implemented. The dynamic characteristics extracted from DRT as well as the rollout acceleration time histories themselves will be used in the development of generic rollout forcing functions that will provide refined estimates of the Artemis IV rollout forces, which will have the heavier and larger SLS Block 1B launch vehicle and Mobile Launcher 2 (ML-2). This paper briefly describes Artemis I, the ML, and the CT physical characteristics, DRT rollout/rollback and WDR data collection, the challenges in implementing OMA techniques due in part to the CT harmonics, and how these challenges were overcome to obtain the Artemis I DRT configuration and WDR configuration modal characteristics.

Apollo↗