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Acoustic data inside the payload bay and over the exterior of the orbiter were collected. The data were used to evaluate the Payload Acoustic Environment for Shuttle (PACES) computer program.
The change of pace, an electric vehicle was tested. These tests were performed to characterize certain parameters of the electric vehicle pacer and to provide baseline data that can be used for the comparison of improved batteries that may be incorporated into the vehicle at a later time. The vehicle tests were concentrated on the electrical drive subsystem, the batteries, controller and motor. Coastdowns to characterize the road load, and range evaluations for both cyclic and constant speed conditions were performed. The vehicle's performance was evaluated by comparing its constant speed range performance with described vehicles. It is found that the pacer performance is approximately equal to the majority of the vehicles tested in the 1977 assessment.
Since the publication of the Computer User's Manual for Payload Acoustics Environment for Shuttle (PACES), the analytical model was validated by means of measured data from the first three shuttle lift-offs. During the validation process, new information became available and five changes were made to the input data and the computer program. Three changes affect the user. They are: a revision to the recommended exterior sound pressure levels, a revision to the recommended payload bay acoustic absorption coefficients, and a revision to the vertical station datum for the payload bay. The two other changes do not involve the user. The changes are associated with the output of confidence limits for the predicted space-average sound pressure levels in the payload bay, and a modification to the analytical representation of the payload bay door. The changes are discussed briefly in this Addendum to the Computer User's Manual.
Laser systems deployed in satellite tracking were upgraded to accuracy levels where biases from systematic unmodelled effects constitute the basic factor that prohibits extraction of the full amount of information contained in the observations. Taking into consideration that the quality of the instrument advances at a faster pace compared to the understanding and modeling of the physical processes involved, one can foresee that in the near future when all lasers are replaced with third generation ones the limiting factor for the estimated accuracies will be the aforementioned biases. Therefore, for the reduction of the observations, methods should be deployed in such a way that the effect of the biases will be kept well below the noise level. Such a method was proposed and studied. This method consists of using the observed part of the satellite pass and converting the laser ranges into range differences in hopes that they will be less affected by biases in the orbital models, the reference system, and the observations themselves.
Instrumentation interfacing frequently requires the linking of intelligent systems together, as well as requiring the link itself to be intelligent. The airborne instrumentation computer system (AICS) was developed to address this requirement. Its small size, approximately 254 by 133 by 140 mm (10 by 51/4 by 51/2 in), standard bus, and modular board configuration give it the ability to solve instrumentation interfacing and computation problems without forcing a redesign of the entire unit. This system has been used on the F-15 aircraft digital electronic engine control (DEEC) and its follow on engine model derivative (EMD) project and in an OV-1C Mohawk aircraft stall speed warning system. The AICS is presently undergoing configuration for use on an F-104 pace aircraft and on the advanced fighter technology integration (AFTI) F-111 aircraft.
The objectives of this experiment are to place large numbers of dielectric samples under electric stress in space; to determine their in-space current drainage behavior; to recover, inspect, and further test these samples in laboratory facilities; and finally to specify allowable electric stress levels for these materials as applied to solar-array and thermal control coatings for prolonged exposure in space. These findings, in turn, will pace the design of encapsulated, lightweight, high-voltage solar arrays as well as the development of coating materials for spacecraft operation in energetic charged-particle environments such as that experienced at geosynchronous altitudes during magnetic substorms.
Computers are playing an increasingly important role in the field of aerodynamics such that they now serve as a major complement to wind tunnels in aerospace research and development. Factors pacing advances in computational aerodynamics are identified, including the amount of computational power required to take the next major step in the discipline. Example results obtained from the successively refined forms of the governing equations are discussed, both in the context of levels of computer power required and the degree to which they either further the frontiers of research or apply to problems of practical importance. Finally, the Numerical Aerodynamic Simulation (NAS) Program - with its 1988 target of achieving a sustained computational rate of 1 billion floating point operations per second and operating with a memory of 240 million words - is discussed in terms of its goals and its projected effect on the future of computational aerodynamics.
Torsional fatigue testing and data analysis procedures are described. Since there are no standards governing cyclic torsion testing that are generally accepted on a widespread basis by the technical community, the different approaches that dominate current experimental activity, and the ramifications of each are discussed. Particular attention is given to the theoretical and experimental difficulties that have paced refinement and general acceptance of test procedures. Finally, specific quantities and nomenclature modelled after analagous axial fatigue properties are suggested as an effective way to communicate torsional fatigue results until accepted standards are established.
A prototype levitating/positioning device termed the Sonic Pump Levitator was designed, built and successfully tested in full gravity and in the reduced gravity of the parabolic flight regime of the KC-135. Positioning is achieved by timely and appropriate application of gas momentum from one or more of six sonic pumps. The sonic pumps, which are arranged orthogonally in opposed pairs about the levitation region, are activated by an electro-optical, computer controlled, feedback system. The sonic pump is a transducer which is capable of converting sound energy into a directed flow of gas. It consists of a loudspeaker whose face is sealed by a closure perforated by one or more orifices. The diaphragm of the loudspeaker is the only moving part of the sonic pump, no valves being needed. This very low inertia electromechanical device was developed to provide the short response time necessary to keep pace with the demands of computerized position keeping.
Instrumentation interfacing frequently requires the linking of intelligent systems together, as well as requiring the link itself to be intelligent. The airborne instrumentation computer system (AICS) was developed to address this requirement. Its small size, approximately 254 by 133 by 140 mm (10 by 51/4 by 51/2 in), standard bus, and modular board configuration give it the ability to solve instrumentation interfacing and computation problems without forcing a redesign of the entire unit. This system has been used on the F-15 aircraft digital electronic engine control (DEEC) and its follow on engine model derivative (EMD) project and in an OV-1C Mohawk aircraft stall speed warning system. The AICS is presently undergoing configuration for use on an F-104 pace aircraft and on the advanced fighter technology integration (AFTI) F-111 aircraft.
This paper presents steps currently being implemented to reduce the processing time of the Orbiter Main Propulsion System. Given the projected increase in launch rates of the Space Transportation System (STS) in the operational era, average turnaround time from arrival at Kennedy Space Center to subsequent launch will have to be significantly reduced. In many STS flows to date, a pacing system has been the Main Propulsion System consisting of the three Space Shuttle Main Engines (SSME's) and the Main Propulsion Subsystem (MPS) connecting the SSME's to the Orbiter/ground and Orbiter/External Tank interfaces. This paper summarizes procedural, hardware, software, and requirements changes being incorporated at Kennedy Space Center (KSC) to reduce the processing time required for the MPS/SSME systems. Specific examples from each category are cited to illustrate the impact of the improvements on MPS/SSME processing.
Factors motivating the development of computational aerodynamics as a discipline are traced back to the limitations of the tools available to the aerodynamicist before the development of digital computers. Governing equations in exact and approximate forms are discussed together with approaches to their numerical solution. Example results obtained from the successively refined forms of the equations are presented and discussed, both in the context of levels of computer power required and the degree of the effect that their solution has on aerodynamic research and development. Factors pacing advances in computational aerodynamics are identified, including the amount of computational power required to take the next major step in the discipline. Finally, the Numerical Aerodynamic Simulation (NAS) Program - with its 1987 target of achieving a sustained computational rate of 1 billion floating-point operations per second operating on a memory of 240 million words - is briefly discussed in terms of its projected effect on the future of computational aerodynamics.
The paper reviews the progress made in manned and unmanned space programs during the last 25 years and names several major accomplishments. The ingredients of success are identified as good engineering, good technology, and good management of a very complex enterprise. An argument is made that the pace of progress will be governed not by technological advances, which can be very rapid, but rather by future institutional arrangements, which are much slower to evolve. It is predicted that the most likely space activities for the next 20 years will be those relating to space commercialization, and several examples are cited. A hope is expressed that policy makers and entrepreneurs will match the spirit of adventure and risk-taking exhibited by engineers in exploring uncharted territory.
In the Advanced Adiabatic Development program, the following technology were identified as critical: piston development for oil-less, adiabatic engine; positive displacement compounding and charge system; experimental evaluation of the preheat concept; combustion system with positive ignition assist; and ceramic manufacturing technology. Of these five areas, ceramic manufacturing technology is the pacing item, and is already being addressed by several organizations. Therefore the four remaining areas need immediate attention. Since the lead time involved in engine development and production is long, this technology development should be done concurrently with the AAD engine development. A four year program is outlined which will simultaneously study these first four areas. This program requires two test rigs; one single cylinder adiabatic engine; and one multicylinder adiabatic turbocompound engine.
The rapid advance in microprocessor technology has made it possible to automate many functions that were previously performed manually. Several research areas have been identified which are basic to the question of the implementation of automation in the cockpit. One of the identified areas deserving further research is warning and alerting systems. Modern transport aircraft have had one after another warning and alerting systems added, and computer-based cockpit systems make it possible to add even more. Three major areas of concern are: input methods (including voice, keyboard, touch panel, etc.), output methods and displays (from traditional instruments to CRTs, to exotic displays including the human voice), and training for automation. Training for operating highly automatic systems requires considerably more attention than it has been given in the past. Training methods have not kept pace with the advent of flight-deck automation.
Key design issues of the regenerative fuel cell system concept were studied and a design definition of an alkaline electrolyte based engineering model system or low Earth orbit missions was completed. Definition of key design issues for a regenerative fuel cell system include gaseous reactant storage, shared heat exchangers and high pressure pumps. A power flow diagram for the 75 kW initial space station and the impact of different regenerative fuel cell modular sizes on the total 5 year to orbit weight and volume are determined. System characteristics, an isometric drawing, component sizes and mass and energy balances are determined for the 10 kW engineering model system. An open loop regenerative fuel cell concept is considered for integration of the energy storage system with the life support system of the space station. Technical problems and their solutions, pacing technologies and required developments and demonstrations for the regenerative fuel cell system are defined.
The generation and use of composite grids for general three-dimensional physical boundary configurations is discussed, and the availability of several codes or procedures is noted. With the composite framework, the physical region is segmented into sub-regions, each bounded by six curved sides, and a grid is generated in each sub-region. These grids may be joined at the interfaces between the sub-regions with various degrees of continuity. This structure allows codes to be constructed to operate on rectangular blocks in computational space, so that existing solution procedures can be readily incorporated in the construction of codes for general configurations. Numerical grid generation is an integral part of the numerical solution of partial differential equations and is one of the pacing items in the development of codes for general configurations. The numerically generated grid frees the computational simulation from restriction to certain boundary shapes and allows general codes to be written in which the boundary shape is specified simply by input. The numerically generated grid allows all computation to be done on a fixed square grid in the computational space, which is always rectangular by construction.
The sun's differential rotation has a cyclic pattern of change that is tightly correlated with the sunspot, or magnetic activity, cycle. This pattern can be described as a torsional oscillation, in which the solar rotation is periodically sped up or slowed down in certain zones of latitude while elsewhere the rotation remains essentially steady. The zones of anomalous rotation move on the sun in wavelike fashion, keeping pace with and flanking the zones of magnetic activity. It is uncertain whether this torsional oscillation is a globally coherent ringing of the sun or whether it is a local pattern caused by and causing local changes in the magnetic fields. In either case, it may be an important link in the connection between the rotation and the cycle that is widely believed to exist but is not yet understood.