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Flight safety program for mercury manned space vehicle consisting of development engineering and factory rollout inspections, interface control, flight safety reviews, and mission simulation
This Handbook contains a series of maps, graphs, and tables which will be of use to the preliminary design analyst in scheduling round-trip interplanetary missions to Mars and Venus in the time period 1965-1999. It constitutes the third in a series of space flight manuals prepared for the George C. Marshall Space Flight Center, NASA. The present Handbook, denoted as Volume 3 of this series, is divided into three Parts. Part 3-1 presents maps for obtaining departure and arrival speeds for trips to these planets, a listing of useful constants, planetary ephemerides, tables of important occurrences, and a number of auxiliary graphs. Although most of the basic calculations were performed for the period 1965 -1980, much of the information is also applicable to the years 1980- 1999, as is explained in the text.
Parts 2 and 3 present tabulations of trajectory data for scheduling flights to and from Venus and Mars during the period 1960-2000. Part 2 contains information for outbound flights to these planets; Part 3 contains information for trajectories returning from the planets to Earth. Each Part contains data for single-plane transfers, as well as for broken-plane transfers which employ a midcourse plane-change to eliminate the high speed "ridges." The mathematical analyses employed for all calculations are described in Part 1 of this handbook. To facilitate the construction of round-trip trajectories, the date at the target planet is held fixed while the trip duration is varied in 10-day increments from zero days to the length of that planet's synodic period with Earth. Dates of arrival at the target planet are presented in the extreme right-hand column of Part 2, and dates of departure from the target planet are presented in the extreme left-hand column of Part 3. Thus, by holding Part 2 directly to the left of Part 3, the analyst may easily and rapidly scan all trip possibilities which involve any desired stopover time at the target planet. Within approximately 200 days of each conjunction or opposition, data are presented in 10-day increments at the target planet. Only those trips are listed for which the hyperbolic excess speeds at either or both ends of the trajectory do not exceed 0.6 EMOS (Earth Mean Orbital Speed). For the remaining mission regions, the requirements are so smoothly varying that a 50-day interval in dates at the target planet may be employed; the 10-day interval in trip times is, however, preserved here. In these regions, only those trips are listed for which either or both speeds do not exceed 0.3 EMOS.
Optimum coplanar flight between orbits accounting for inner reserve mass proportion to flight time
Flight characteristics, and spacecraft performance for Fire Flight II project
Gemini flight control system performance during second unmanned flight
Flight test of V/STOL height control requirement for hovering and low speed flight under visual conditions
Analysis of brain wave records from Gemini flight GT-VII by computations to be used in 30-day primate flight
Over the years the United States Air Force has purchased several types of commercially available aircraft that have served in many different roles. Despite the requirements for significant modifications in some cases, these aircraft can often meet the needs of the Air Force while costing far less than a new aircraft development program. The 4950th Test Wing at Wright-Patterson AFB, Ohio is the center of expertise for testing commercially available aircraft for selected USAF missions. Part of the selection process requires an operational demonstration, which is a "fly-off" competition open to aircraft that any offerer may present as suitable for a specific mission. The candidate aircraft are subjected to a limited performance and flying qualities evaluation with emphasis on the operational requirements specified by the Air Force gaining command. This paper reports on the operational demonstration conducted to support a source selection to select the Enhanced Flight Screener (EFS) aircraft which will be used as a primary flight aptitude screener to replace the T-41 currently in use. During the EFS operational demonstration, eight aircraft were evaluated over a period of six weeks, making this one of the most complex fly-offs conducted by the 4950th Test Wing to date. This paper presents a management overview, test measurements and techniques, and lessons learned from this program.
The thermal telemetry from the first test flight, an assessment of post-flight inspections of the recovered vehicle, and a review of the thermal design and model of the vehicle will be presented along with several lessons learned.
This manuscript briefly reviews ground-based and flight experiments, discusses how those experiments complement each other, and details how those experiments lead us to speculate about the gravity-sensitive nature of protein kinase C.
Electrocardiogram changes in flight personnel after prolonged nonstop flights in turboprop aircraft
Flight parameters and spacecraft performance for Fire project flight 1
Aircrew oxygen development flight breadboard system flight and environmental tests
Flight investigation of roll requirements for transport airplanes in cruising flight
Simulator study of flight management task performance during low visibility approach and landing using baseline category 2 flight instrumentation
Flight control software package for digital flight control and landing system of CH-46C helicopter
Computer program for optimum flight path defined by flight test investigation of performance characteristics /excess thrust, fuel flow, and climb potential/ of F-104G aircraft