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A lidar wind measurement system is described which can be used as an alternative to the current Jimsphere/Rawinsonde method. The decrease in wind measurement time provides significant benefits to launch vehicle operations. The faster acquisition time associated with the lidar system provides better estimates of wind persistency and gust prediction.
A timing control system is disclosed which is particularly useful in connection with simulated mortar shells. Special circuitry is provided to assure that the shell does not over shoot, but rather detonates early in case of an improper condition; this ensures that ground personnel will not be harmed by a delayed detonation. The system responds to an externally applied frequency control code which is configured to avoid any confusion between different control modes. A premature detonation routine is entered in case an improper time-setting signal is entered, or if the shell is launched before completion of the time-setting sequence. Special provisions are also made for very early launch situations and improper detonator connections. An alternate abort mode is provided to discharge the internal power supply without a detonation in a manner that can be externally monitored, thereby providing a mechanism for non-destructive testing. The abort mode also accelerates the timing function for rapid testing.
A timing control system is disclosed which is particularly useful in connection with simulated mortar shells. Special circuitry is provided to assure that the shell does not overshoot, but rather detonates early in case of an improper condition; this ensures that ground personnel will not be harmed by a delayed detonation. The system responds to an externally applied frequency control code which is configured to avoid any confusion between different control modes. A premature detonation routine is entered in case an improper time-setting signal is entered, or if the shell is launched before completion of the time-setting sequence. Special provisions are also made for very early launch situations and improper detonator connections. An alternate abort mode is provided to discharge the internal power supply without a detonation in a manner that can be externally monitored, thereby providing a mechanism for non-destructive testing. The abort mode also accelerates the timing function for rapid testing.
Throughout the Lunar Reconnaissance Orbiter (LRO) Integration and Testing (I&T) phase of the project, the Attitude Control System (ACS) team completed numerous tests on each hardware component in ever more flight like environments. The ACS utilizes a select group of attitude sensors and actuators. This paper chronicles the evolutionary steps taken to verify each component was constantly ready for flight as well as providing invaluable trending experience with the actual hardware. The paper includes a discussion of each ACS hardware component, lessons learned of the various stages of I&T, a discussion of the challenges that are unique to the LRO project, as well as a discussion of work for future missions to consider as part of their I&T plan. LRO ACS sensors were carefully installed, tested, and maintained over the 18 month I&T and prelaunch timeline. Care was taken with the optics of the Adcole Coarse Sun Sensors (CSS) to ensure their critical role in the Safe Hold mode was fulfilled. The use of new CSS stimulators provided the means of testing each CSS sensor independently, in ambient and vacuum conditions as well as over a wide range of thermal temperatures. Extreme bright light sources were also used to test the CSS in ambient conditions. The integration of the two SELEX Galileo Star Trackers was carefully planned and executed. Optical ground support equipment was designed and used often to check the performance of the star trackers throughout I&T in ambient and thermal/vacuum conditions. A late discovery of potential contamination of the star tracker light shades is discussed in this paper. This paper reviews how each time the spacecraft was at a new location and orientation, the Honeywell Miniature Inertial Measurement Unit (MIMU) was checked for data output validity. This gyro compassing test was performed at several key testing points in the timeline as well as several times while LRO was on the launch pad. Sensor alignment tests were completed several times to ensure that hardware remained on a rigid platform.
The NASA Kennedy Space Center Launch Equipment Test Facility (LETF) supports a wide spectrum of testing and development activities. This capability was originally established in the 1970's to allow full-scale qualification of Space Shuttle umbilicals and T-O release mechanisms. The LETF has leveraged these unique test capabilities to evolve into a versatile test and development area that supports the entire spectrum of operational programs at KSC. These capabilities are historically Aerospace related, but can certainly can be adapted for other industries. One of the more unique test fixtures is the Vehicle Motion Simulator or the VMS. The VMS simulates all of the motions that a launch vehicle will experience from the time of its roll-out to the launch pad, through roughly the first X second of launch. The VMS enables the development and qualification testing of umbilical systems in both pre-launch and launch environments. The VMS can be used to verify operations procedures, clearances, disconnect systems performance &margins, and vehicle loads through processing flow motion excursions.
The Neutron star Interior Composition Explorer (NICER) is an International Space Station (ISS) mission of opportunity that was selected as part of NASA's Explorer Program. It is the first NASA mission dedicated to the study of neutron stars and has been in operation since its 13 June 2017 installation on the ISS (following a 3 June launch), nearly 50 years after the discovery of neutron stars. NICER studies the energetics, dynamics and structure of neutron stars through observations in the soft X-ray band, exploring rapid brightness and spectral fluctuations with high-precision time stamping and spectroscopy of individually detected X-ray photons. Compared with its predecessor X-ray timing astrophysics mission, the Rossi X-ray Timing Explorer(RXTE), which launched over two decades ago, NICER provides order-of-magnitude improvements in spectral resolution, absolute timing resolution and sensitivity.
The purpose of this INTEGRAL AO 1 proposal was to observe the gamma-ray lines at 1157 keV, as well as 68 keV and 78 keV of the (44)Ti decay chain from the youngest known galactic supernova remnant Cas A. The radioactive decay of (44)Ti in Cas A was first detected by COMPTEL in the 1157 keV line and later confirmed in the lower energy lines using BeppoSAX data. Despite the second confirming measurement, the flux value still has a considerable error, due to a low signal over background ratio and the poor definition of the continuum background in the range of 70 - 100 keV above the line energies. In addition to improving this flux measurement, INTEGRAL has the unique capability, in principle, to measure the line width of the emission. This type of measurement can further constrain supernova explosion models. Unfortunately, the INTEGRAL instrumental background, especially in the SPI spectrometer, turned out to be significantly higher than estimated at the time of proposal submission before launch. This, and to a smaller extent the reduced effective exposure time of about 1.5 Ms compared to requested 2.5 Ms, has precluded us from reaching the sensitivity necessary for this measurement. Studies of the background variability with the goal of improving background modeling are ongoing, and additional 2.5 Ms observing time has just been approved for the next observing cycle.
Typical entry vehicle aeroshells are limited in size by the launch vehicle shroud. Inflatable aerodynamic decelerators allow larger aeroshell diameters for entry vehicles because they are not constrained to the launch vehicle shroud diameter. During launch, the hypersonic inflatable aerodynamic decelerator (HIAD) is packed in a stowed configuration. Prior to atmospheric entry, the HIAD is deployed to produce a drag device many times larger than the launch shroud diameter. The large surface area of the inflatable aeroshell provides deceleration of high-mass entry vehicles at relatively low ballistic coefficients. Even for these low ballistic coefficients there is still appreciable heating, requiring the HIAD to employ a thermal protection system (TPS). This TPS must be capable of surviving the heat pulse, and the rigors of fabrication handling, high density packing, deployment, and aerodynamic loading. This paper provides a comprehensive overview of flexible TPS tests and results, conducted over the last three years. This paper also includes an overview of each test facility, the general approach for testing flexible TPS, the thermal analysis methodology and results, and a comparison with 8-foot High Temperature Tunnel, Laser-Hardened Materials Evaluation Laboratory, and Panel Test Facility test data. Results are presented for a baseline TPS layup that can withstand a 20 W/cm2 heat flux, silicon carbide (SiC) based TPS layup, and polyimide insulator TPS layup. Recent work has focused on developing material layups expected to survive heat flux loads up to 50 W/cm2 (which is adequate for many potential applications), future work will consider concepts capable of withstanding more than 100 W/cm2 incident radiant heat flux. This paper provides an overview of the experimental setup, material layup configurations, facility conditions, and planned future flexible TPS activities.
For the safe operation of a complex system like a (manned) launch vehicle, real-time information about the state of the system and potential faults is extremely important. The on-board FDDR (Failure Detection, Diagnostics, and Response) system is a software system to detect and identify failures, provide real-time diagnostics, and to initiate fault recovery and mitigation. The ERIS (Evaluation of Rocket Integrated Subsystems) failure simulation is a unified Matlab/Simulink model of the Ares I Launch Vehicle with modular, hierarchical subsystems and components. With this model, the nominal flight performance characteristics can be studied. Additionally, failures can be injected to see their effects on vehicle state and on vehicle behavior. A comprehensive test and analysis of such a complicated model is virtually impossible. In this paper, we will describe, how parametric testing (PT) can be used to support testing and analysis of the ERIS failure simulation. PT uses a combination of Monte Carlo techniques with n-factor combinatorial exploration to generate a small, yet comprehensive set of parameters for the test runs. For the analysis of the high-dimensional simulation data, we are using multivariate clustering to automatically find structure in this high-dimensional data space. Our tools can generate detailed HTML reports that facilitate the analysis.
The Kennedy Space Center (KSC) and Cape Canaveral Air Station (CCAS) are involved in many weather-sensitive operations. Manned and unmanned vehicle launches, which occur several times each year, are obvious example of operations whose success and safety are dependent upon favorable meteorological conditions. Other operations involving NASA, Air Force, and contractor personnel, including daily operations to maintain facilities, refurbish launch structures, prepare vehicles for launch, and handle hazardous materials, are less publicized but are no less weather-sensitive. The Meteorological Monitoring System (MMS) is a computer network which acquires, processes, disseminates, and monitors near real-time and forecast meteorological information to assist operational personnel and weather forecasters with the task of minimizing the risk to personnel, materials, and the surrounding population. CLIPS has been integrated into the MMS to provide quality control analysis and data monitoring. This paper describes aspects of the MMS relevant to CLIPS including requirements, actual implementation details, and results of performance testing.
The relative degradation in time of the visible(channel 1: approx.0.58-0.6 microns) and near-infrared(channel 2: approx. O.72-1.1 microns) channels of the Advanced Very High Resolution Radiometer(AVHRR), onboard the NOAA Polar-orbiting Operational Environmental Satellites(POES), has been determined, using the southeastern Libyan desert(21-23 deg N latitude; 28- 29 deg E longitude) as a time-invariant calibration target. A statistical procedure was used on the reflectance data for the two channels from the B3 data of the International Satellite Cloud Climatology Project(ISCCP) to obtain the degradation rates for the AVERRs on NOAA-7, -9, and -11 spacecraft. The degradation rates per year for channels 1 and 2 are respectively: 3.6% and 4.3%(NOAA-7); 5.9% and 3.5%(NOAA-9); and 1.2% and 2.0%(NOAA-11). The use of the degradation rates thus determined, in conjunction with 'absolute' calibrations obtained from congruent aircraft and satellite measurements, in the development of correction algorithms is illustrated with the AVHRR on the NOAA-9 spacecraft.
For one-way transfers between Earth and Venus, charts are obtained that show velocity, time, and angle parameters as functions of the eccentricity and semilatus rectum of the Sun-focused vehicle conic. From these curves, others are obtained that are useful in planning one-way and round-trip missions to Venus. The analysis is characterized by circular coplanar planetary orbits, successive two-body approximations, impulsive velocity changes, and circular parking orbits at 1.1 planet radii. For round trips the mission time considered ranges from 65 to 788 days, while wait time spent in the parking orbit at Venus ranges from 0 to 467 days. Individual velocity increments, one-way travel times, and departure dates are presented for round trips requiring the minimum total velocity increment. For both single-pass and orbiting Venusian probes, the time span available for launch becomes appreciable with only a small increase in velocity-increment capability above the minimum requirement. Velocity-increment increases are much more effective in reducing travel time for single-pass probes than they are for orbiting probes. Round trips composed of a direct route along an ellipse tangent to Earth's orbit and an aphelion route result in the minimum total velocity increment for wait times less than 100 days and mission times ranging from 145 to 612 days. Minimum-total-velocity-increment trips may be taken along perihelion-perihelion routes for wait times ranging from 300 to 467 days. These wait times occur during missions lasting from 640 to 759 days.
"The James Webb Space Telescope (JWST) spent considerable time in multiple clean facilities during its launch campaign at the Centre Spatial Guyanais (CSG) in French Guiana. Throughout this time, it was imperative that personnel wear approved cleanroom or safety suits when working in proximity to the JWST observatory. This proved to be challenging for two reasons: 1) A large quantity of NASA cleanroom suits needed to be shipped to CSG to account for the heavy volume of NASA and ESA personnel requiring access to the clean facilities. It became evident that shipping clean suits from the US to CSG in a timely fashion during the launch campaign would be challenging. Consequently, a backup plan needed to be established to avoid running out. 2) For safety purposes, Self-Contained Atmospheric Protection Ensemble (SCAPE) and Splash suits were required for hazardous operations. Neither type of suit was cleanroom compatible; therefore, a viable cleaning process needed to be developed to ensure both types of suits met JWST’s approved cleanliness standards. The NASA Contamination Control (CC) team partnered with CSG’s S5E cleanroom and suit processing team. The teams were able to make modifications to the S5E facility to create a NASA approved makeshift clean environment where NASA cleanroom suits and CSG Splash suits were inspected, folded, and bagged for cleanroom use once they were washed and dried. Since SCAPE suits could not be cleaned using conventional methods, a procedure was developed to clean and inspect the suits by the CC team in a temporary clean environment prior to fueling. "
The James Webb Space Telescope (JWST) spent considerable time in multiple clean facilities during its launch campaign at the Centre Spatial Guyanais (CSG) in French Guiana. Throughout this time, it was imperative that personnel wear approved cleanroom or safety suits when working in proximity to the JWST observatory. This proved to be challenging for two reasons: 1) A large quantity of NASA cleanroom suits needed to be shipped to CSG to account for the heavy volume of NASA and ESA personnel requiring access to the clean facilities. It became evident that shipping clean suits from the US to CSG in a timely fashion during the launch campaign would be challenging. Consequently, a backup plan needed to be established to avoid running out. 2) For safety purposes, Self-Contained Atmospheric Protection Ensemble (SCAPE) and Splash suits were required for hazardous operations. Neither type of suit was cleanroom compatible; therefore, a viable cleaning process needed to be developed to ensure both types of suits met JWST’s approved cleanliness standards. The NASA Contamination Control (CC) team partnered with CSG’s S5E cleanroom and suit processing team. The teams were able to make modifications to the S5E facility to create a NASA approved makeshift clean environment where NASA cleanroom suits and CSG Splash suits were inspected, folded, and bagged for cleanroom use once they were washed and dried. Since SCAPE suits could not be cleaned using conventional methods, a procedure was developed to clean and inspect the suits by the CC team in a temporary clean environment prior to fueling.
The Aquarius/SAC-D mission was launched on June 10, 2011 from Vandenberg Air Force Base. Aquarius consists of an L-band radiometer and scatterometer intended to provide global maps of sea surface salinity. One of the main mission objectives is to provide monthly global salinity maps for climate studies of ocean circulation, surface evaporation and precipitation, air/sea interactions and other processes. Therefore, it is critical that any spatial or temporal systematic biases be characterized and corrected. One of the main mission requirements is to measure salinity with an accuracy of 0.2 psu on montly time scales which requires a brightness temperature stability of about 0.1K, which is a challenging requirement for the radiometer. A secondary use of the Aquarius data is for soil moisture applications, which requires brightness temperature stability at the warmer end of the brightness temperature dynamic range. Soon after launch, time variable drifts were observed in the Aquarius data compared to in-situ data from ARGO and models for the ocean surface salinity. These drifts could arise from a number of sources, including the various components of the retrieval algorithm, such as the correction for direct and reflected galactic emission, or from the instrument brightness temperature calibration. If arising from the brightness temperature calibration, they could have gain and offset components. It is critical that the nature of the drifts be understood before a suitable correction can be implemented. This paper describes the approach that was used to detect and characterize the components of the drift that were in the brightness temperature calibration using on-Earth reference targets that were independent of the ocean model.
This final report describes the work done by Dr. Marc Hairston and Dr. Rod Heelis on NASA SR&T grant NAGW-4411 studying the theta aurora using DE-1 ultraviolet imager data and DMSP particle data. This report covers the period from summer 1995 through summer 1996 along with a review of the previous work. Previous work on this grant looked at the time period from the launch of DMSP-F8 in June 1987 through the end of mission of DE-1 in summer 1991. Despite the sporadic and decreasing frequency of observations from DE-1 over this time period, we were able to identify six events for study where the DE-1 imager observed a theta aurora occurring during a period in which the DMSP-F8 satellite flew through the region of the aurora at an altitude of 800 km. We focused on the best two events where the theta aurora persisted for an extended period so that we could observe the DMSP particle signatures in both the hemisphere observed by DE-1 and in the other polar hemisphere immediately before or afterwards. These results were presented at the Fall 1994 meeting of the AGU. Initially we had hoped to expand on this work. However, further work showed that none of these events gave a clear enough signature in the DMSP data for us to identify a theta aurora in the hemisphere opposite to the hemisphere imaged by DE-1. Without that, there were no results from this work that were new enough to warrant publication. So instead we used the final year of the grant to work with our colleague, J. A. Cumnock on a similar project using DE data to study the evolution of theta auroras as a function of the IMF A paper from that work was published which acknowledged this grant and a copy of that paper is included with this final report.
Advancing human exploration of space beyond Low Earth Orbit, and ultimately to Mars, is of great interest to NASA, other organizations, and space exploration advocates. Various strategies for getting to Mars have been proposed. These include NASA's Design Reference Architecture 5.0, a near-term flyby of Mars advocated by the group Inspiration Mars, and potential options developed for NASA's Evolvable Mars Campaign. Regardless of which approach is used to get to Mars, they all share a need to visualize and analyze their proposed campaign and evaluate the feasibility of the launch and on-orbit assembly segment of the campaign. The launch and assembly segment starts with flight hardware manufacturing and ends with final departure of a Mars Transfer Vehicle (MTV), or set of MTVs, from an assembly orbit near Earth. This paper describes a discrete event simulation based strategic visualization and analysis tool that can be used to evaluate the launch campaign reliability of any proposed strategy for exploration beyond low Earth orbit. The input to the simulation can be any manifest of multiple launches and their associated transit operations between Earth and the exploration destinations, including Earth orbit, lunar orbit, asteroids, moons of Mars, and ultimately Mars. The simulation output includes expected launch dates and ascent outcomes i.e., success or failure. Running 1,000 replications of the simulation provides the capability to perform launch campaign reliability analysis to determine the probability that all launches occur in a timely manner to support departure opportunities and to deliver their payloads to the intended orbit. This allows for quantitative comparisons between alternative scenarios, as well as the capability to analyze options for improving launch campaign reliability. Results are presented for representative strategies.
Advancing human exploration of space beyond Low Earth Orbit, and ultimately to Mars, is of great interest to NASA, other organizations, and space exploration advocates. Various strategies for getting to Mars have been proposed. These include NASA's Design Reference Architecture 5.0, a near-term flyby of Mars advocated by the group Inspiration Mars, and potential options developed for NASA's Evolvable Mars Campaign. Regardless of which approach is used to get to Mars, they all share a need to visualize and analyze their proposed campaign and evaluate the feasibility of the launch and on-orbit assembly segment of the campaign. The launch and assembly segment starts with flight hardware manufacturing and ends with final departure of a Mars Transfer Vehicle (MTV), or set of MTVs, from an assembly orbit near Earth. This paper describes a discrete event simulation based strategic visualization and analysis tool that can be used to evaluate the launch campaign reliability of any proposed strategy for exploration beyond low Earth orbit. The input to the simulation can be any manifest of multiple launches and their associated transit operations between Earth and the exploration destinations, including Earth orbit, lunar orbit, asteroids, moons of Mars, and ultimately Mars. The simulation output includes expected launch dates and ascent outcomes i.e., success or failure. Running 1,000 replications of the simulation provides the capability to perform launch campaign reliability analysis to determine the probability that all launches occur in a timely manner to support departure opportunities and to deliver their payloads to the intended orbit. This allows for quantitative comparisons between alternative scenarios, as well as the capability to analyze options for improving launch campaign reliability. Results are presented for representative strategies.