Search NASA⌕ Search

SEARCH · Search NASA

Results for “Earth Observing One Spacecraft”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 361 records · Page 20
All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

Soyuz Landing Risk Characterization

INTRODUCTION United States On-orbit Segment (USOS) astronauts have been returning to Earth from the International Space Station (ISS) aboard the Russian Soyuz vehicle since 2003. The energetics associated with Soyuz landings are comparable to our next generation of US space vehicles (Orion, Crew Dragon, and Starliner). Soyuz also lands crew in a similar state of spaceflight deconditioning that is anticipated using the future vehicles. A number of injuries have now been observed during these Soyuz landings. Currently it is unknown how Soyuz landing accelerations and the numbers and types of associated injuries relate to the new occupant protection requirements levied upon future space vehicles. Understanding this relationship will allow better quantification of the risk of injury for future spacecraft designs. METHODS An estimate of the occurrences of injury during Soyuz landings has been determined using data contained in NASA flight medicine databases and supplemented with data collected from crewmembers and flight surgeons. At the time of this abstract, 96 USOS astronauts have returned to Earth in the Soyuz (59 US, 31 International Partner, and 6 spaceflight participants). Of that total, data from 80 individual crew landings has been collected through this study. Injuries are classified as either contusions/abrasions, Class I (minor, no medical follow-up), Class II (moderate, medical follow-up necessary), Class III (severe), and Class IV (life threatening). Current NASA occupant protection standards are primarily based on the Multi-axial Dynamic Response Index (MDRI), which is a simple lumped-parameter spring, mass, damper model tuned to human impact responses in three orthogonal axes. RESULTS Using what is known about Soyuz landing dynamics from airborne and drop test data, the MDRI predicts essentially no Class IV or III injuries, < 1% Class II injuries, and < 5% Class I injuries. Approximately one-third of all USOS crewmembers for whom data has been gathered have suffered some sort of injury related to landing in the Soyuz vehicle. Most of these injuries fall into the contusion/abrasion category (21.3 %). Class I injuries have been sustained by 5.0% of all crew, and Class II injuries have been observed in 3.8%. No Class III or IV injuries have been sustained to date. Forty-three injuries have been documented, with some crewmembers sustaining more than one injury in a single landing. The knee was the most likely area of injury (n=9), followed by the back (n=8), and then the arm (n=7). CONCLUSION Soyuz landing dynamics are the most comparable analog environment for the anticipated loads associated with Orion and commercial crew vehicle landings. The MDRI under predicts the percentage of Class II injuries experienced during Soyuz landings. The MDRI is better at predicting Class I injury occurrences. However, if contusions/abrasions are included in the minor injury Class I category, then the MDRI also vastly under predicts those injuries as well. Given this data, it will be important to re-evaluate the expected injury rates for future vehicles, and work toward improving the predictive tools for spaceflight use. Spaceflight deconditioning may account for some of the under prediction, and work is ongoing to assess the relationship between landing injuries and impact tolerance changes due to spaceflight deconditioning.

N Newby↗
NASA NTRS1995

Cosmic ray decreases and solar wind disturbances during late October 1989

We describe the interplanetary phenomena (energetic particles, solar wind plasma, and magnetic field) seen at Interplanetary Monitoring Platform 8 (IMP 8) and at International Cometary Explorer (ICE), located 65 deg west of IMP 8, during the period October 19-31, 1989, when neutron monitors observed three ground level events originating in one active region when it was in the longitude range E09 deg to W57 deg. At least four shocks, associated with energetic particle enhancements, which can be attributed to a sequence of coronal mass ejections from the same active region, were seen at both spacecraft. An additional shock was observed only at ICE late in this period when the active region was behind the west limb. Considering all the data (which unfortunately suffer from large gaps), it appears that the ejecta associated with the shocks were detected only when the spacecraft and solar source longitude were separated by less than 50 deg. The shocks extended over a greater range of longitudes. The cosmic ray record at Earth is consistent with this picture such that only the first two shock-associated cosmic ray decreases had the signature expected for intercepting ejecta material. This same time period was also examined by Bavassano et al. (1994). However, we do not agree with their conclusion that 'magnetic clouds' extending at least 75 deg from the source longitude were present.

Cane, H. V.↗
NASA NTRS1999

The Relationship Between Magnetotail Dynamics and Substorm Onset Longitudes Determined from Spacecraft Images

Geotail plasma and magnetic field observations of plasmoids between 25 and 30 Re have been compared to Polar UVI observations of auroral brightenings. Plasmoids almost always corresponded to brightenings but the brightenings were sometimes weak and spatially limited and did not always grow to a global substorm. Even a case where a plasmoid event occurred with fast post-plasmoid flow corresponded to a weak brightening but no substorm. Some brightenings did not correspond to plasmoids, but these events were observed away from the longitude of Geotail. The plasmoids are observed 0-2 min after the brightenings in most cases. It seems likely that formation of a near-Earth neutral line causes each brightening in the polar ionosphere, but these formations do not have a one-to-one relationship with a substorm onset. What causes development of the full, large-scale substorm remains an open question.

Ieda, A.↗
NASA NTRS1988

GOES dynamic propagation of attitude

The spacecraft in the next series of Geostationary Operational Environmental Satellites (GOES-Next) are Earth pointing and have 5-year mission lifetimes. Because gyros can be depended on only for a few years of continuous use, they will be turned off during routine operations. This means attitude must, at times, be determined without benefit of gyros and, often, using only Earth sensor data. To minimize the interruption caused by dumping angular momentum, these spacecraft have been designed to reduce the environmental torque acting on them and incorporate an adjustable solar trim tab for fine adjustment. A new support requirement for GOES-Next is that of setting the solar trim tab. Optimizing its setting requires an estimate of the unbalanced torque on the spacecraft. These two requirements, determining attitude without gyros and estimating the external torque, are addressed by replacing or supplementing the gyro propagation with a dynamic one, that is, one that integrates the rigid body equations of motion. By processing quarter-orbit or longer batches, this approach takes advantage of roll-yaw coupling to observe attitude completely without Sun sensor data. Telemetered momentum wheel speeds are used as observations of the unbalanced external torques. GOES-Next provides a unique opportunity to study dynamic attitude propagation. The geosynchronous altitude and adjustable trim tab minimize the external torque and its uncertainty, making long-term dynamic propagation feasible. This paper presents the equations for dynamic propagation, an analysis of the environmental torques, and an estimate of the accuracies obtainable with the proposed method.

Markley, F. Landis↗
NASA NTRS1992

Current disruptions in the near-earth neutral sheet region

Current disruption events observed by the Charge Composition Explorer during 1985 and 1986 are examined. Occurrence of current disruption was accompanied by large magnetic field turbulence and frequently with reversal in the sign of the field component normal to the neutral sheet. Current disruptions in the near-earth region are found to be typically shortlived (about 1-5 min), and their onsets coincide well with the ground onsets of substorm expansion or intensification in the local time sector of the footpoint of the spacecraft. These events are found almost exclusively close to the field reversal plane of the neutral sheet (within about 0.5 RE). Prior to current disruption the field strength can be reduced to as low as one seventh of the dipole field value and can recover to nearly the dipole value after disruption. The temporal evolution of particle pressure in the near-earth neutral sheet during the onset of current disruption indicates that the current buildup during the substorm growth phase is associated with enhancement in the particle pressure at the neutral sheet.

Lui, A. T. Y.↗
NASA NTRS2011

On Interplanetary Shocks Driven by Coronal Mass Ejections

Traveling interplanetary (IP) shocks were first detected in the early 1960s, but their solar origin has been controversial. Early research focused on solar flares as the source of the shocks, but when CMEs were discovered, it became clear that fast CMEs are the shock drivers. Type radio II bursts are excellent signatures of shocks near the Sun (Type II radio bursts were known long before the detection of shocks and CMEs). The excellent correspondence between type II bursts and solar energetic particle (SEP) events made it clear that the same shock accelerates ions and electrons. Shocks near the Sun are also seen occasionally in white-light coronagraphic images. In the solar wind, shocks are observed as discontinuities in plasma parameters such as density and speed. Energetic storm particle events and sudden commencement of geomagnetic storm are also indicators of shocks arriving at Earth. After an overview on these shock signatures, I will summarize the results of a recent investigation of a large number of IP shocks. The study revealed that about 35% of IP shocks do not produce type II bursts (radio quiet - RQ) or SEPs. Comparing the RQ shocks with the radio loud (RL) ones revealed some interesting results: (1) There is no evidence for blast wave shocks. (2) A small fraction (20%) of RQ shocks is associated with ion enhancements at the shock when the shock passes the spacecraft. (3) The primary difference between the RQ and RL shocks can be traced to the different kinematic properties of the associated CMEs. On the other hand the shock properties measured at 1 AU are not too different for the RQ and RL cases. This can be attributed to the interaction with the IP medium, which seems to erase the difference between the shocks.

Gopalswarmy, Nat↗
NASA NTRS1992

Space Station Freedom combustion research

Extended operations in microgravity, on board spacecraft like Space Station Freedom, provide both unusual opportunities and unusual challenges for combustion science. On the one hand, eliminating the intrusion of buoyancy provides a valuable new perspective for fundamental studies of combustion phenomena. On the other hand, however, the absence of buoyancy creates new hazards of fires and explosions that must be understood to assure safe manned space activities. These considerations - and the relevance of combustion science to problems of pollutants, energy utilization, waste incineration, power and propulsion systems, and fire and explosion hazards, among others - provide strong motivation for microgravity combustion research. The intrusion of buoyancy is a greater impediment to fundamental combustion studies than to most other areas of science. Combustion intrinsically heats gases with the resulting buoyant motion at normal gravity either preventing or vastly complicating measurements. Perversely, this limitation is most evident for fundamental laboratory experiments; few practical combustion phenomena are significantly affected by buoyancy. Thus, we have never observed the most fundamental combustion phenomena - laminar premixed and diffusion flames, heterogeneous flames of particles and surfaces, low-speed turbulent flames, etc. - without substantial buoyant disturbances. This precludes rational merging of theory, where buoyancy is of little interest, and experiments, that always are contaminated by buoyancy, which is the traditional path for developing most areas of science. The current microgravity combustion program seeks to rectify this deficiency using both ground-based and space-based facilities, with experiments involving space-based facilities including: laminar premixed flames, soot processes in laminar jet diffusion flames, structure of laminar and turbulent jet diffusion flames, solid surface combustion, one-dimensional smoldering, ignition and flame spread of liquids, drop combustion, and quenching of panicle-air flames. Unfortunately, the same features that make microgravity attractive for fundamental combustion experiments, introduce new fire and explosion hazards that have no counterpart on earth. For example, microgravity can cause broader flammability limits, novel regimes of flame spread, enhanced effects of flame radiation, slower fire detector response, and enhanced combustion upon injecting fire extinguishing agents, among others. On the other hand, spacecraft provide an opportunity to use 'fire-safe' atmospheres due to their controlled environment. Investigation of these problems is just beginning, with specific fire safety experiments supplementing the space based fundamental experiments listed earlier; thus, much remains to be done to develop an adequate technology base for fire and explosion safety considerations for spacecraft.

Faeth, G. M.↗
NASA NTRS2002

Development of a Two-Wheel Contingency Mode for the MAP Spacecraft

In the event of a failure of one of MAP's three reaction wheel assemblies (RWAs), it is not possible to achieve three-axis, full-state attitude control using the remaining two wheels. Hence, two of the attitude control algorithms implemented on the MAP spacecraft will no longer be usable in their current forms: Inertial Mode, used for slewing to and holding inertial attitudes, and Observing Mode, which implements the nominal dual-spin science mode. This paper describes the effort to create a complete strategy for using software algorithms to cope with a RWA failure. The discussion of the design process will be divided into three main subtopics: performing orbit maneuvers to reach and maintain an orbit about the second Earth-Sun libration point in the event of a RWA failure, completing the mission using a momentum-bias two-wheel science mode, and developing a new thruster-based mode for adjusting the inertially fixed momentum bias. In this summary, the philosophies used in designing these changes is shown; the full paper will supplement these with algorithm descriptions and testing results.

Starin, Scott R.↗
NASA NTRS2003

Orbit Determination Support for the Microwave Anisotropy Probe (MAP)

THe microwave Anisotropy Probe (MAP) ia the second Medium Class Explorer (MIDEX) mission of the National Aeronautics and Space Administration (NASA). The main goal of the MAP observatory is to measure the temperature fluctuations, known as anisotropy, of the cosmic microwave background (CBG) radiation over the entire sky and to produce a map of the CMB anisotropies with an angular resolution of approximately 3 degrees. MAP was launched from the Cape Canaveral Air Force Station Complex 17 aboard a Delta II 7425-10 expendable launch vehicle at exactly 19:46:46.183 UTC on June 30, 20001. The spacecraft receiver a nominal direct insertion by the Delta expendable launch vehicle into a 185-km circular orbit with a 28.7 deg. inclination. MAP was than maneuvered into a sequence of phasing loops designed to set up a lunar gravity-assisted acceleration of the spacecraft onto a transfer trajectory to a lissajous orbit about the Earth-Sun L2 Lagrange point, about 1.5 million km from Earth. The science mission minimum lifetime is two years of observations at L2 with a desired lifetime of 4 years. The MAP transfer orbit consisted of 3.5 phasing loops.The MAP trajectory schematic all the way through L2 is shown. The first loop had a period of 7 days, the second and third loops were 10 days long, and the last half loop was 5 days. The periselene (i.e., lunar encounter or swingby) took place approximately 30 days after launch. After the periselene, the spacecraft cruised for approximately 60 days before it arrived in the vicinity of the L2 libration point. Two mid-course correction (MCC) maneuvers were performed to refine MAP's post-launch trajectory-one after periselene and one prior to arrival at vicinity of L2. Now that MAP is at its operational L2 lissajous orbit, the MAP satellite is commanded to perform occasional station-keeping (SK) maneuvers in order to maintain its orbit around L2. Because of its complex orbital characteristics, the mission provided a unique challenge to orbit determination (OD) support in many orbital regimes.

Truong, Son H.↗
NASA NTRS1997

Virtual Instrument Simulator for CERES

A benchtop virtual instrument simulator for CERES (Clouds and the Earth's Radiant Energy System) has been built at NASA, Langley Research Center in Hampton, VA. The CERES instruments will fly on several earth orbiting platforms notably NASDA's Tropical Rainfall Measurement Mission (TRMM) and NASA's Earth Observing System (EOS) satellites. CERES measures top of the atmosphere radiative fluxes using microprocessor controlled scanning radiometers. The CERES Virtual Instrument Simulator consists of electronic circuitry identical to the flight unit's twin microprocessors and telemetry interface to the supporting spacecraft electronics and two personal computers (PC) connected to the I/O ports that control azimuth and elevation gimbals. Software consists of the unmodified TRW developed Flight Code and Ground Support Software which serves as the instrument monitor and NASA/TRW developed engineering models of the scanners. The CERES Instrument Simulator will serve as a testbed for testing of custom instrument commands intended to solve in-flight anomalies of the instruments which could arise during the CERES mission. One of the supporting computers supports the telemetry display which monitors the simulator microprocessors during the development and testing of custom instrument commands. The CERES engineering development software models have been modified to provide a virtual instrument running on a second supporting computer linked in real time to the instrument flight microprocessor control ports. The CERES Instrument Simulator will be used to verify memory uploads by the CERES Flight Operations TEAM at NASA. Plots of the virtual scanner models match the actual instrument scan plots. A high speed logic analyzer has been used to track the performance of the flight microprocessor. The concept of using an identical but non-flight qualified microprocessor and electronics ensemble linked to a virtual instrument with identical system software affords a relatively inexpensive simulation system capable of high fidelity.

Chapman, John J.↗
NASA NTRS1991

Interactions of atomic oxygen with material surfaces in low Earth orbit: Preliminary results from experiment A0114

The University of Alabama at Huntsville atomic oxygen experiment consisted of two trays of 64 one inch diameter solid samples. One tray was placed on the leading edge and one on the trailing edge of the spacecraft. Half of each sample was covered to provide a control. Thus it was intended that the effects of atomic oxygen and solar ultraviolet radiation on the surface properties of each material could be distinguised from each other and from the effects of aging. Sixteen of the samples were placed on a thermally isolated plate of highly polished aluminum, while the main plate was coated with the thermal control coating S13-GLO. Though the experiment was entirely passive, it was hoped that the effects of thermal activation might be observed, if present. The plates were expected to stabilize at temperatures differing by 20 to 30 C. The experiment also carried a device to measure the spacecraft altitude and several oxygen atom reflectometers which have not been analyzed to date. The samples included thin films of metals Os, Ir, Pt, Ni, W, Mo, and Al coated onto fused silica optical flats; metal carbides (WC, SiC), solid carbons of various types, eight polymers and some other coatings of various types.

Gregory, John C.↗
NASA NTRS2012

Geochemistry at 4 Vesta: Observations Using Fast Neutrons

Dawn is currently in orbit around the asteroid 4 Vesta, and one of the major objectives of the mission is to probe the relationship of Vesta to the Howardite, Eucrite, and Diogenite (HED) meteorites. As Vesta is an example of a differentiated planetary embryo, Dawn will also provide fundamental information about planetary evolution in the early solar system [1]. To help accomplish this overall goal, the Dawn spacecraft carries the Gamma-Ray and Neutron Detector (GRaND). GRaND uses planetary gamma-ray and neutron spectroscopy to measure the surface elemental composition of Vesta and will provide information that is unique and complementary to that provided by the other Dawn instruments and investigations. Gamma-ray and neutron spectroscopy is a standard technique for measuring planetary compositions [2], having successfully made measurements at near-Earth asteroids, the Moon, Mars, Mercury and now Vesta. GRaND has made the first measurements of the neutron spectrum from any asteroid (previous asteroid measurements were only made with gamma-rays). Dawn has been collecting data at Vesta since July 2011. The prime data collection period for GRaND is the Low-Altitude Mapping Orbit (LAMO), which started on 12 December 2011 and will last through spring 2012. During LAMO, the Dawn spacecraft orbits at an average altitude of ~210 km above the surface of Vesta, which allows good neutron and gamma-ray signals to be detected from Vesta. A description of the overall goals of GRaND and a summary of the initial findings are given elsewhere [3,4]. The subject of this study is to present the information that will be returned from GRaND using fast neutron measurements. Here, we discuss what fast neutrons can reveal about Vesta s surface composition, how such data can address Dawn science goals, and describe fast neutron measurements made in the early portion of the Vesta LAMO phase.

Lawrence, David J.↗
NASA NTRS1984

Space exploration outlook

The exploration of the solar system has been one of NASA's most significant achievements. Currently Voyager 2 is on its way to Uranus and Neptune, and Galileo is being readied for detailed investigation of Jupiter and its Galilean satellites. A new phase of exploration will be inaugurated in the mid-80s with the start of the Planetary Observers and Mariner Mark II missions. A major thrust during this phase will be to cut mission costs by emphasizing spacecraft inheritance and multi-mission automated mission operations. More ambitious missions, e.g., Mars Sample Return, are under study but probably will not be candidates for new start funding till the mid-90s. Another exciting area is the potential utilization of resources on the moon and near earth asteroids.

Rea, D. G.↗
NASA NTRS2000

Inception of Snapover and Gas Induced Glow Discharges

Ground based experiments of the snapover phenomenon were conducted in the large vertical simulation chamber at the Glenn Research Center (GRC) Plasma Interaction Facility (PIF). Two Penning sources provided both argon and xenon plasmas for the experiments. The sources were used to simulate a variety of ionospheric densities pertaining to a spacecraft in a Low Earth Orbital (LEO) environment. Secondary electron emission is believed responsible for dielectric surface charging, and all subsequent snapover phenomena observed. Voltage sweeps of conductor potentials versus collected current were recorded in order to examine the specific charging history of each sample. The average time constant for sample charging was estimated between 25 and 50 seconds for all samples. It appears that current drops off by approximately a factor of 3 over the charging time of the sample. All samples charged in the forward and reverse bias directions, demonstrated hysteresis. Current jumps were only observed in the forward or positive swept voltage direction. There is large dispersion in tile critical snapover potential when repeating sweeps on any one sample. The current ratio for the first snapover region jumps between 2 and 4.6 times, with a standard deviation less than 1.6. Two of the samples showed even larger current ratios. It is believed the second large snapover region is due to sample outgassing. Under certain preset conditions, namely at the higher neutral gas background pressures, a perceptible blue-green glow was observed around the conductor. The glow is believed to be a result of secondary electrons undergoing collisions with an expelled tenuous cloud of gas, that is outgassed from the sample. Spectroscopic measurements of the glow discharge were made in an attempt to identify specific lines contributing to the observed glow.

Galofaro, J. T.↗
NASA NTRS2008

Innermost Van Allen Radiation Belt for High Energy Protons at Saturn

The high energy proton radiation belts of Saturn are energetically dominated by the source from cosmic ray albedo neutron decay (CRAND), trapping of protons from beta decay of neutrons emitted from galactic cosmic ray nuclear interactions with the main rings. These belts were originally discovered in wide gaps between the A-ring, Janus/Epimetheus, Mimas, and Enceladus. The narrow F and G rings significant affected the CRAND protons but did not produce total depletion. Voyager 2 measurements subsequently revealed an outermost CRAND proton belt beyond Enceladus. Although the source rate is small, the trapping times limited by radial magnetospheric diffusion are very long, about ten years at peak measured flux inwards of the G ring, so large fluxes can accumulate unless otherwise limited in the trapping region by neutral gas, dust, and ring body interactions. One proposed final extension of the Cassini Orbiter mission would place perikrone in a 3000-km gap between the inner D ring and the upper atmosphere of Saturn. Experience with CRAND in the Earth's inner Van Allen proton belt suggests that a similar innermost belt might be found in this comparably wide region at Saturn. Radial dependence of magnetospheric diffusion, proximity to the ring neutron source, and northward magnetic offset of Saturn's magnetic equator from the ring plane could potentially produce peak fluxes several orders of magnitude higher than previously measured outside the main rings. Even brief passes through such an intense environment of highly penetrating protons would be a significant concern for spacecraft operations and science observations. Actual fluxes are limited by losses in Saturn's exospheric gas and in a dust environment likely comparable to that of the known CRAND proton belts. The first numerical model of this unexplored radiation belt is presented to determine limits on peak magnitude and radial profile of the proton flux distribution.

Cooper, John F.↗
NASA NTRS2017

Corrosion on Mars: An Investigation of Corrosion Mechanisms Under Relevant Simulated Martian Environments

This one-year project was selected by NASA's Science Innovation Fund in FY17 to address Corrosion on Mars which is a problem that has not been addressed before. Corrosion resistance is one of the most important properties in selecting materials for landed spacecraft and structures that will support surface operations for the human exploration of Mars. Currently, the selection of materials is done by assuming that the corrosion behavior of a material on Mars will be the same as that on Earth. This is understandable given that there is no data regarding the corrosion resistance of materials in the Mars environment. However, given that corrosion is defined as the degradation of a metal that results from its chemical interaction with the environment, it cannot be assumed that corrosion is going to be the same in both environments since they are significantly different. The goal of this research is to develop a systematic approach to understand corrosion of spacecraft materials on Mars by conducting a literature search of available data, relevant to corrosion in the Mars environment, and by performing preliminary laboratory experiments under relevant simulated Martian conditions. This project was motivated by the newly found evidence for the presence of transient liquid brines on Mars that coincided with the suggestion, by a team of researchers, that some of the structural degradation observed on Curiosity's wheels may be caused by corrosive interactions with the brines, while the most significant damage was attributed to rock scratching. An extensive literature search on data relevant to Mars corrosion confirmed the need for further investigation of the interaction between materials used for spacecraft and structures designed to support long-term surface operations on Mars. Simple preliminary experiments, designed to look at the interaction between an aerospace aluminum alloy (AA7075-T73) and the gases present in the Mars atmosphere, at 20degC and a pressure of 700 Pa, showed that there is an interaction between the small amount of oxygen present in the Mars gas and the alloy when there is a scratch that removes the protective aluminum oxide film. Further studies are needed to consider many other important components of the Mars environment that can affect this interaction such as: the effect of oxidants, the effect of radiation on their oxidizing properties and the possible catalytic effects of the clays present in the Martian regolith. The results of this one-year project provide strong justification for further investigation of the corrosion mechanism of materials relevant to long-term surface operations in support of future human exploration missions on Mars.

Perchlorates↗
NASA NTRSDate not supplied

Soyuz Landing Risk Characterization

INTRODUCTION United States On-orbit Segment (USOS) astronauts have been returning to Earth from the International Space Station (ISS) aboard the Russian Soyuz vehicle since 2003. The energetics associated with Soyuz landings are comparable to our next generation of US space vehicles (Orion, Crew Dragon, and Starliner). Soyuz also lands crew in a similar state of spaceflight deconditioning that is anticipated using the future vehicles. A number of injuries have now been observed during these Soyuz landings. Currently it is unknown how Soyuz landing accelerations and the numbers and types of associated injuries relate to the new occupant protection requirements levied upon future space vehicles. Understanding this relationship will allow better quantification of the risk of injury for future spacecraft designs. METHODS An estimate of injury occurrence during Soyuz landings has been determined using data contained in NASA flight medicine databases and supplemented with data collected from crewmembers and flight surgeons. At the time of this abstract, 96 USOS astronauts have returned to Earth in the Soyuz (59 US, 31 International Partner, and 6 spaceflight participants). Of that total, data from 80 individual crew landings has been collected through this study as of 2021. Injuries are classified either as contusions/abrasions, Class I (minor, no medical follow-up), Class II (moderate, medical follow-up necessary), Class III (severe), or Class IV (life threatening). Current NASA occupant protection standards are primarily based on the Multi-axial Dynamic Response Index (MDRI), which is a simple lumped-parameter spring, mass, damper model tuned to human impact responses in three orthogonal axes. RESULTS Using what is known about Soyuz landing dynamics from airborne and drop test data, the MDRI predicts essentially no Class IV or III injuries, < 1% Class II injuries, and < 5% Class I injuries. Approximately one-third of all USOS crewmembers for whom data has been gathered have suffered some sort of injury related to landing in the Soyuz vehicle. Most of these injuries fall into the contusion/abrasion category (21.3 %) (n.b. This is the percent for whom contusion/abrasion was the worst injury. Those with class I or II injuries typically also received contusions/abrasions). Class I injuries have been sustained by 5.0% of all crew, and Class II injuries have been observed in 3.8%. No Class III or IV injuries have been sustained to date. Forty-three injuries have been documented, with some crewmembers sustaining more than one injury in a single landing. The knee was the most likely area of injury (n=9), followed by the back (n=8), then the arm (n=7). CONCLUSION Soyuz landing dynamics are the most comparable analog environment for the anticipated loads associated with Orion and commercial crew vehicle landings. The MDRI under predicts the percentage of Class II injuries experienced during Soyuz landings, but it is better at predicting Class I injury occurrences. However, if contusions/abrasions are included in the minor injury Class I category, then the MDRI vastly under predicts those injuries as well. Given this data, it is important to re-evaluate the expected injury rates for future vehicles and work toward improving the predictive tools for spaceflight use. Spaceflight deconditioning may account for some of the under prediction, and work is ongoing to assess the relationship between landing injuries and impact tolerance changes due to spaceflight deconditioning. Future work includes expanding this study to involve private space missions on new vehicles to better characterize the effects of time in flight, suit and seat design, and vehicle dynamics.

N Newby↗
NASA NTRSDate not supplied

Soyuz Landing Risk Characterization

INTRODUCTION United States On-orbit Segment (USOS) astronauts have been returning to Earth from the International Space Station (ISS) aboard the Russian Soyuz vehicle since 2003. The energetics associated with Soyuz landings are comparable to our next generation of US space vehicles (Orion, Crew Dragon, and Starliner). Soyuz also lands crew in a similar state of spaceflight deconditioning that is anticipated using the future vehicles. A number of injuries have now been observed during these Soyuz landings. Currently it is unknown how Soyuz landing accelerations and the numbers and types of associated injuries relate to the new occupant protection requirements levied upon future space vehicles. Understanding this relationship will allow better quantification of the risk of injury for future spacecraft designs. METHODS An estimate of injury occurrence during Soyuz landings has been determined using data contained in NASA flight medicine databases and supplemented with data collected from crew members and flight surgeons. At the time of this abstract, 96 USOS astronauts have returned to Earth in the Soyuz (59 US, 31 International Partner, and 6 spaceflight participants). Of that total, data from 80individual crew landings has been collected through this study as of September 2023. Injuries are classified either as contusions/abrasions, Class I (minor, no medical follow-up), Class II (moderate, medical follow-up necessary), Class III (severe), or Class IV (life threatening). Current NASA occupant protection standards are primarily based on the Multi-axial Dynamic Response Index (MDRI), which is a simple lumped-parameter spring, mass, damper model tuned to human impact responses in three orthogonal axes. RESULTS Using what is known about Soyuz landing dynamics from airborne and drop test data, the MDRI predicts essentially no Class IV or III injuries, < 1% Class II injuries, and < 5% Class I injuries. Approximately one-third of all USOS crewmembers for whom data has been gathered have suffered some sort of injury related to landing in the Soyuz vehicle. Most of these injuries fall into the contusion/abrasion category (21.3%) (n.b. This is the percent for whom contusion/abrasion was the worst injury. Those with class I or II injuries typically also received contusions/abrasions). Class I injuries have been sustained by 5.0% of all crew, and Class II injuries have been observed in 3.8%. No Class III or IV injuries have been sustained to date. Forty-three injuries have been documented, with some crewmembers sustaining more than one injury in a single landing. The knee was the most likely area of injury (n=9), followed by the back (n=8), then the arm (n=7). CONCLUSION Soyuz landing dynamics are the most comparable analog environment for the anticipated loads associated with Orion and commercial crew vehicle landings. The MDRI under predicts the percentage of Class II injuries experienced during Soyuz landings, but it is better at predicting Class I injury occurrences. However, if contusions/abrasions are included in the minor injury Class I category, then the MDRI vastly under predicts those injuries as well. Given this data, it is important to re-evaluate the expected injury rates for future vehicles and work toward improving the predictive tools for spaceflight use. Spaceflight deconditioning may account for some of the under prediction, and work is ongoing to assess the relationship between landing injuries and impact tolerance changes due to spaceflight deconditioning. Future work includes expanding this study to involve private space missions on new vehicles to better characterize the effects of time in flight, suit and seat design, and vehicle dynamics.

N Newby↗