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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 325 records · Page 18
All sourcesNASA NTRSDOE OSTI
NASA NTRS2003

Ultrastructure of potato tubers formed in microgravity under controlled environmental conditions

Previous spaceflight reports attribute changes in plant ultrastructure to microgravity, but it was thought that the changes might result from growth in uncontrolled environments during spaceflight. To test this possibility, potato explants were examined (a leaf, axillary bud, and small stem segment) grown in the ASTROCULTURETM plant growth unit, which provided a controlled environment. During the 16 d flight of space shuttle Columbia (STS-73), the axillary bud of each explant developed into a mature tuber. Upon return to Earth, tuber slices were examined by transmission electron microscopy. Results showed that the cell ultrastructure of flight-grown tubers could not be distinguished from that of tuber cells grown in the same growth unit on the ground. No differences were observed in cellular features such as protein crystals, plastids with starch grains, mitochondria, rough ER, or plasmodesmata. Cell wall structure, including underlying microtubules, was typical of ground-grown plants. Because cell walls of tubers formed in space were not required to provide support against the force due to gravity, it was hypothesized that these walls might exhibit differences in wall components as compared with walls formed in Earth-grown tubers. Wall components were immunolocalized at the TEM level using monoclonal antibodies JIM 5 and JIM 7, which recognize epitopes of pectins, molecules thought to contribute to wall rigidity and cell adhesion. No difference in presence, abundance or distribution of these pectin epitopes was seen between space- and Earth-grown tubers. This evidence indicates that for the parameters studied, microgravity does not affect the cellular structure of plants grown under controlled environmental conditions.

Non-NASA Center↗
NASA NTRS1997

Estrogen regulates the rate of bone turnover but bone balance in ovariectomized rats is modulated by prevailing mechanical strain

Estrogen deficiency induced bone loss is associated with increased bone turnover in rats and humans. The respective roles of increased bone turnover and altered balance between bone formation and bone resorption in mediating estrogen deficiency-induced cancellous bone loss was investigated in ovariectomized rats. Ovariectomy resulted in increased bone turnover in the distal femur. However, cancellous bone was preferentially lost in the metaphysis, a site that normally experiences low strain energy. No bone loss was observed in the epiphysis, a site experiencing higher strain energy. The role of mechanical strain in maintaining bone balance was investigated by altering the strain history. Mechanical strain was increased and decreased in long bones of ovariectomized rats by treadmill exercise and functional unloading, respectively. Functional unloading was achieved during orbital spaceflight and following unilateral sciatic neurotomy. Increasing mechanical loading reduced bone loss in the metaphysis. In contrast, decreasing loading accentuated bone loss in the metaphysis and resulted in bone loss in the epiphysis. Finally, administration of estrogen to ovariectomized rats reduced bone loss in the unloaded and prevented loss in the loaded limb following unilateral sciatic neurotomy in part by reducing indices of bone turnover. These results suggest that estrogen regulates the rate of bone turnover, but the overall balance between bone formation and bone resorption is influenced by prevailing levels of mechanical strain.

STS-62 Shuttle Project↗
NASA NTRS1997

Comparative Optical Measurements of Airspeed and Aerosols on a DC-8 Aircraft

NASA Dryden supported a cooperative flight test program on the NASA DC-8 aircraft in November 1993. This program evaluated optical airspeed and aerosol measurement techniques. Three brassboard optical systems were tested. Two were laser Doppler systems designed to measure free-stream-referenced airspeed. The third system was designed to characterize the natural aerosol statistics and airspeed. These systems relied on optical backscatter from natural aerosols for operation. The DC-8 aircraft carried instrumentation that provided real-time flight situation information and reference data on the aerosol environment. This test is believed to be the first to include multiple optical airspeed systems on the same carrier aircraft, so performance could be directly compared. During 23 hr of flight, a broad range of atmospheric conditions was encountered, including aerosol-rich layers, visible clouds, and unusually clean (aerosol-poor) regions. Substantial amounts of data were obtained. Important insights regarding the use of laser-based systems of this type in an aircraft environment were gained. This paper describes the sensors used and flight operations conducted to support the experiments. The paper also briefly describes the general results of the experiments.

Bogue, Rodney↗
NASA NTRS2010

The HYTHIRM Project: Flight Thermography of the Space Shuttle During the Hypersonic Re-entry

This report describes a NASA Langley led endeavor sponsored by the NASA Engineering Safety Center, the Space Shuttle Program Office and the NASA Aeronautics Research Mission Directorate to demonstrate a quantitative thermal imaging capability. A background and an overview of several multidisciplinary efforts that culminated in the acquisition of high resolution calibrated infrared imagery of the Space Shuttle during hypervelocity atmospheric entry is presented. The successful collection of thermal data has demonstrated the feasibility of obtaining remote high-resolution infrared imagery during hypersonic flight for the accurate measurement of surface temperature. To maximize science and engineering return, the acquisition of quantitative thermal imagery and capability demonstration was targeted towards three recent Shuttle flights - two of which involved flight experiments flown on Discovery. In coordination with these two Shuttle flight experiments, a US Navy NP-3D aircraft was flown between 26-41 nautical miles below Discovery and remotely monitored surface temperature of the Orbiter at Mach 8.4 (STS-119) and Mach 14.7 (STS-128) using a long-range infrared optical package referred to as Cast Glance. This same Navy aircraft successfully monitored the Orbiter Atlantis traveling at approximately Mach 14.3 during its return from the successful Hubble repair mission (STS-125). The purpose of this paper is to describe the systematic approach used by the Hypersonic Thermodynamic Infrared Measurements team to develop and implement a set of mission planning tools designed to establish confidence in the ability of an imaging platform to reliably acquire, track and return global quantitative surface temperatures of the Shuttle during entry. The mission planning tools included a pre-flight capability to predict the infrared signature of the Shuttle. Such tools permitted optimization of the hardware configuration to increase signal-to-noise and to maximize the available dynamic range while mitigating the potential for saturation. Post flight, analysis tools were used to assess atmospheric effects and to convert the 2-D intensity images to 3-D temperature maps of the windward surface. Comparison of the spatially resolved global thermal measurements to surface thermocouples and CFD prediction is made. Successful demonstration of a quantitative, spatially resolved, global temperature measurement on the Shuttle suggests future applications towards hypersonic flight test programs within NASA, DoD and DARPA along with flight test opportunities supporting NASA's project Constellation.

Horvath, Thomas J.↗
NASA NTRS2000

Commercial Off-The-Shelf (COTS) Program: Issues and Results of Upscreening COTS Parts for NASA Flight Hardware

This paper presents The Commercial Off-The-Shelf Program (COTS). The topics of discussion are: 1) Introduction of COTS; 2) MARS01 Program/Requirements; 3) MARS01 COTS Screening Flow; 4) Test Results-Electrical, C-Sam, Burn-In; 5) Value Added Analysis (Risk Reduction); 6) Value Added Analysis (Cost); 7) Impact of COTS ++ Screening; and 8) Summary. This paper is presented in viewgraph form.

Sandor, Mike↗
NASA NTRSDate not supplied

Operating a Crewed Spacecraft in the Age of Commercial Space Using Private/Government Partnership

Fifty years after humans completed a large-scale United States government-funded and government-engineered effort of landing humans on the moon, human spaceflight has entered a new paradigm. Private companies are now investing their own money and taking on an ever-increasing role in human spaceflight, in partnership with the U.S. government. This paper will describe the development of one of these partnerships through the lens of its mission operations team. As part of the Commercial Crew Program (CCP), NASA selected Boeing’s CST-100 Starliner as one of the next generation of crewed vehicles. Boeing opted to partner with the US Government for their Starliner operations by contracting with NASA’s Mission Control teams in the Flight Operations Directorate (FOD) at the Johnson Space Center to create its own Mission Operations (MO) flight controllers. Partnering with FOD provided benefits to both Boeing and NASA while also creating new challenges. MO brought over 60 years of crewed spaceflight experience and infrastructure to Boeing’s new program. Within certain legal constraints, MO was able to work closely and efficiently with their FOD counterparts who were performing both integration duties and, under the auspices of the CCP, insight of the contractors, in this case Boeing. Involvement of NASA as the Boeing operations agent did lead to what management deemed a ‘healthy tension’ within FOD, challenging old processes and often creating better, more robust teamwork. Successful development of the framework and boundaries of both the legal aspects and the oversight tensions has been one of the keys to developing a successful corporate/government partnership. Due to the highly automated nature of the Starliner, the MO organization was designed to be much smaller than previous NASA’s flight control teams for past programs. NASA has learned through the decades that spacecraft design and operations need to be as flexible and forgiving as possible. NASA’s Commercial Crew Program was established to sponsor corporate development of economical vehicles that could get humans to and from low Earth orbit. These companies, of course, need to meet contractual obligations in providing a safe means of transporting astronauts to the International Space Station (ISS), but also need to do so in a manner that leads to the venture resulting in a profit at the same time. Through MO’s involvement in the development of this spaceflight paradigm shift, there are ample lessons to be conveyed to future teams and programs working to develop similar missions.

Robert C Dempsey↗
NASA NTRSDate not supplied

Operating a Crewed Spacecraft in the Age of Commercial Space Using Private/Government Partnership

Fifty years after humans completed a large-scale United States government-funded and government-engineered effort of landing humans on the moon, human spaceflight has entered a new paradigm. Private companies are now investing their own money and taking on an ever-increasing role in human spaceflight, in partnership with the U.S. government. This paper will describe the development of one of these partnerships through the lens of its mission operations team. As part of the Commercial Crew Program (CCP), NASA selected Boeing’s CST-100 Starliner as one of the next generation of crewed vehicles. Boeing opted to partner with the US Government for their Starliner operations by contracting with NASA’s Mission Control teams in the Flight Operations Directorate (FOD) at the Johnson Space Center to create its own Mission Operations (MO) flight controllers. Partnering with FOD provided benefits to both Boeing and NASA while also creating new challenges. MO brought over 60 years of crewed spaceflight experience and infrastructure to Boeing’s new program. Within certain legal constraints, MO was able to work closely and efficiently with their FOD counterparts who were performing both integration duties and, under the auspices of the CCP, insight of the contractors, in this case Boeing. Involvement of NASA as the Boeing operations agent did lead to what management deemed a ‘healthy tension’ within FOD, challenging old processes and often creating better, more robust teamwork. Successful development of the framework and boundaries of both the legal aspects and the oversight tensions has been one of the keys to developing a successful corporate/government partnership. Due to the highly automated nature of the Starliner, the MO organization was designed to be much smaller than previous NASA’s flight control teams for past programs. NASA has learned through the decades that spacecraft design and operations need to be as flexible and forgiving as possible. NASA’s Commercial Crew Program was established to sponsor corporate development of economical vehicles that could get humans to and from low Earth orbit. These companies, of course, need to meet contractual obligations in providing a safe means of transporting astronauts to the International Space Station (ISS), but also need to do so in a manner that leads to the venture resulting in a profit at the same time. Through MO’s involvement in the development of this spaceflight paradigm shift, there are ample lessons to be conveyed to future teams and programs working to develop similar missions.

Robert C. Dempsey↗
NASA NTRSDate not supplied

Operating a Crewed Spacecraft in the Age of Commercial Space Using Private/Government Partnership

Fifty years after humans completed a large-scale United States government-funded and government-engineered effort of landing humans on the moon, human spaceflight has entered a new paradigm. Private companies are now investing their own money and taking on an ever-increasing role in human spaceflight, in partnership with the U.S. government. This paper will describe the development of one of these partnerships through the lens of its mission operations team. As part of the Commercial Crew Program (CCP), NASA selected Boeing’s CST-100 Starliner as one of the next generation of crewed vehicles. Boeing opted to partner with the US Government for their Starliner operations by contracting with NASA’s Mission Control teams in the Flight Operations Directorate (FOD) at the Johnson Space Center to create its own Mission Operations (MO) flight controllers. Partnering with FOD provided benefits to both Boeing and NASA while also creating new challenges. MO brought over 60 years of crewed spaceflight experience and infrastructure to Boeing’s new program. Within certain legal constraints, MO was able to work closely and efficiently with their FOD counterparts who were performing both integration duties and, under the auspices of the CCP, insight of the contractors, in this case Boeing. Involvement of NASA as the Boeing operations agent did lead to what management deemed a ‘healthy tension’ within FOD, challenging old processes and often creating better, more robust teamwork. Successful development of the framework and boundaries of both the legal aspects and the oversight tensions has been one of the keys to developing a successful corporate/government partnership. Due to the highly automated nature of the Starliner, the MO organization was designed to be much smaller than previous NASA’s flight control teams for past programs. NASA has learned through the decades that spacecraft design and operations need to be as flexible and forgiving as possible. NASA’s Commercial Crew Program was established to sponsor corporate development of economical vehicles that could get humans to and from low Earth orbit. These companies, of course, need to meet contractual obligations in providing a safe means of transporting astronauts to the International Space Station (ISS), but also need to do so in a manner that leads to the venture resulting in a profit at the same time. Through MO’s involvement in the development of this spaceflight paradigm shift, there are ample lessons to be conveyed to future teams and programs working to develop similar missions.

Robert C. Dempsey↗
NASA NTRS2012

NASA's Robotic Lunar Lander Development Program

NASA Marshall Space Flight Center and the Johns Hopkins University Applied Physics Laboratory have developed several mission concepts to place scientific and exploration payloads ranging from 10 kg to more than 200 kg on the surface of the moon. The mission concepts all use a small versatile lander that is capable of precision landing. The results to date of the lunar lander development risk reduction activities including high pressure propulsion system testing, structure and mechanism development and testing, and long cycle time battery testing will be addressed. The most visible elements of the risk reduction program are two fully autonomous lander flight test vehicles. The first utilized a high pressure cold gas system (Cold Gas Test Article) with limited flight durations while the subsequent test vehicle, known as the Warm Gas Test Article, utilizes hydrogen peroxide propellant resulting in significantly longer flight times and the ability to more fully exercise flight sensors and algorithms. The development of the Warm Gas Test Article is a system demonstration and was designed with similarity to an actual lunar lander including energy absorbing landing legs, pulsing thrusters, and flight-like software implementation. A set of outdoor flight tests to demonstrate the initial objectives of the WGTA program was completed in Nov. 2011, and will be discussed.

Ballard, Benjamin W.↗
NASA NTRS2024

Ensuring Safety of Government Personnel During Suborbital Spaceflight

The NASA Suborbital Crew (SubC) project is focused on enabling flights by NASA civil servants, such as scientists and engineers conducting research, on suborbital vehicles. A broader goal is ensuring that commercial human spaceflight is both viable and safe. Within the Commercial Crew Program (CCP), the SubC project is exploring game-changing methods to perform safety assessments to enable NASA personnel to fly on suborbital missions. Commercial suborbital space flight capabilities are anticipated to be more accessible, affordable, and available than missions to the International Space Station and could provide additional opportunities for testing and qualification of space flight hardware, human-tended microgravity research, and further cutting-edge research enabled by the space environment. Although NASA currently permits human tended suborbital payloads for non-civil servants under auspices of NASA’s Flight Opportunities Program, the SubC effort will enable civil servant scientists, researchers, and even engineers to accompany their experiments and tests into the space microgravity environment. Figure 1 illustrates how the SubC program complements other microgravity experimental platforms. The targeted scope for SubC includes end-to-end suborbital capabilities reaching ~80km with several minutes of sustained microgravity (Table 1). The NASA SubC project office is working with the Federal Aviation Administration’s Office of Commercial Space Transportation (FAA-AST) and the commercial suborbital space transportation industry to develop an efficient and holistic approach to a safety review and eventual government participation in suborbital flight. The current FAA certification process for suborbital launches is congressionally mandated to only consider public safety. NASA is responsible for understanding the risks to its employees should they fly on a commercially available suborbital flight. The SubC project is employing a Safety Case approach, applied to commercial suborbital providers, which is not a traditional certification process as was used for the SpaceX Dragon and Boeing Starliner vehicles. Rather, it is an assessment using elements of NASA’s Risk-Informed Safety Case and the Armstrong Flight Research Center’s Airworthiness Assessment process.

Elizabeth C Blome↗
NASA NTRS1981

Thunderstorm hazards flight research - Program overview

The NASA thunderstorm hazards research program, designed to study the effects of lightning strikes on the design and operation of aircraft, is described. An all-weather F-106B is instrumented to document the EM characteristics of direct and nearby strikes, measure the field parameters and analyze the ambient atmospheric content, and film the strikes; X-ray detectors are also on board, along with instrumentation for determining the frequency of visible light waveforms. Data is either recorded on-board or sent by telemetry to base, while ground based telemetry is used to direct the pilot and craft into regions of optimal lightning activity. The sensing apparatus is described, and ongoing programs to correlate different storm parameters are reviewed, along with operational procedures and safety precautions. Continued use of the craft through 152 storms and 16 direct hits, with no fatalities or circuit breaker throw, confirms the ability of metal skinned aircraft to withstand lightning strikes; data gathered from flights during 1980 are provided.

Deal, P. L.↗
NASA NTRS1983

NASA oceanic processes program

Current flight projects and definition studies, brief descriptions of individual research activities, and bibliography of referred journal articles are provided.

Gregg, W. W.↗
NASA NTRS1983

NASA B-57B Severe Storms Flight Program

Plots of winds encountered in-flight are presented for a severe turbulence case from JAWS flight 7 (near Denver on the afternoon of July 15, 1982). During the flight the B-57B showed a 30-knot increase in airspeed over a distance of about 426 ft and then a more gradual decrease of 40 to 50 knots over a distance of about 3.2 miles. This suspected outflow feature was associated with downdraft in excess of 20 knots. The horizontal wind direction changed almost 180 deg during the pass through the feature, and the intensity of velocity differences decreased for all three components within the downdraft. Calculated probability density functions for u, v, and w showed a jagged character; and distributions for Delta-u, Delta-v, and Delta-w were distinctly non-Gaussian. Based on skewness and kurtosis values, the data could probably best be modeled by a Pearson type VII (Student's t) distribution.

Painter, W. D.↗
NASA NTRS2024

Observations on Space Flight Program and Project Commercial Partnerships and NASA Tailored Program Management Approaches

This document provides information for new programs and projects considering the use of a commercially oriented partnership acquisition approach. The information is based on two programs that have implemented commercial partnerships; distills observations from these acquisition experiences; and the associated application of a tailored program/project management approach.

Ellen R Stigberg↗
NASA NTRS2007

X-43A Project Overview: Adventures in Hypersonics

A viewgraph presentation describing the hypersonics program at NASA Dryden Flight Research Center is shown. The topics include: 1) X-43A Program Overview; 2) Vehicle Description; 3) Flight 1, MIB & Return to Flight; 4) Flight 2 and Results; 5) Flight 3 and Results; and 6) Concluding Remarks

Davis, Mark↗
NASA NTRS1991

NASA microgravity materials science program

The current NASA microgravity materials science flight research program is reviewed focusing on crystal growth experiments, solidification fundamentals, and thermophysical property measurements of materials. It is noted that most of the hardware which is utilized in joint international cooperation is flown on the International Microgravity Laboratory series of Spacelab missions. The Microgravity Science and Applications Program establishes a framework for the cooperative utilization of the SSF.

Sokolowski, Robert S.↗