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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 451 records · Page 25
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NASA NTRS1986

International cooperative study of aircrew layover sleep Operational summary

The findings of this cooperative study of layover sleep have direct implications for flight operations. In the consensus view of the principal investigators, these can be divided into their relevance for eastward or westward flight. Eastward flight produced more sleep disruption than westward. Different sleep and scheduling strategies are recommended for each flight direction, and the importance of individual crewmember factors is discussed in relation to age and circadian type. Despite the limitations of this study with regard to trip simplicity and the baseline data, the results for each airline are highly consistent and should be applicable to a wide range of long-haul crewmembers and carriers.

Graeber, R. Curtis↗
NASA NTRS2014

Design, Integration, Certification and Testing of the Orion Crew Module Propulsion System

The Orion Multipurpose Crew Vehicle (MPCV) is NASA's next generation spacecraft for human exploration of deep space. Lockheed Martin is the prime contractor for the design, development, qualification and integration of the vehicle. A key component of the Orion Crew Module (CM) is the Propulsion Reaction Control System, a high‐flow hydrazine system used during re‐entry to orient the vehicle for landing. The system consists of a completely redundant helium (GHe) pressurization system and hydrazine fuel system with monopropellant thrusters. The propulsion system has been designed, integrated, and qualification tested in support of the Orion program's first orbital flight test, Exploration Flight Test One (EFT‐1), scheduled for 2014. A subset of the development challenges and lessons learned from this first flight test campaign will be discussed in this paper for consideration when designing future spacecraft propulsion systems. The CONOPS and human rating requirements of the CM propulsion system are unique when compared with a typical satellite propulsion reaction control system. The system requires a high maximum fuel flow rate. It must operate at both vacuum and sea level atmospheric pressure conditions. In order to meet Orion's human rating requirements, multiple parts of the system must be redundant, and capable of functioning after spacecraft system fault events.

McKay, Heather↗
NASA NTRS2011

Full-Scaled Advanced Systems Testbed: Ensuring Success of Adaptive Control Research Through Project Lifecycle Risk Mitigation

The National Aeronautics and Space Administration's Dryden Flight Research Center completed flight testing of adaptive controls research on the Full-Scale Advance Systems Testbed (FAST) in January of 2011. The research addressed technical challenges involved with reducing risk in an increasingly complex and dynamic national airspace. Specific challenges lie with the development of validated, multidisciplinary, integrated aircraft control design tools and techniques to enable safe flight in the presence of adverse conditions such as structural damage, control surface failures, or aerodynamic upsets. The testbed is an F-18 aircraft serving as a full-scale vehicle to test and validate adaptive flight control research and lends a significant confidence to the development, maturation, and acceptance process of incorporating adaptive control laws into follow-on research and the operational environment. The experimental systems integrated into FAST were designed to allow for flexible yet safe flight test evaluation and validation of modern adaptive control technologies and revolve around two major hardware upgrades: the modification of Production Support Flight Control Computers (PSFCC) and integration of two, fourth-generation Airborne Research Test Systems (ARTS). Post-hardware integration verification and validation provided the foundation for safe flight test of Nonlinear Dynamic Inversion and Model Reference Aircraft Control adaptive control law experiments. To ensure success of flight in terms of cost, schedule, and test results, emphasis on risk management was incorporated into early stages of design and flight test planning and continued through the execution of each flight test mission. Specific consideration was made to incorporate safety features within the hardware and software to alleviate user demands as well as into test processes and training to reduce human factor impacts to safe and successful flight test. This paper describes the research configuration, experiment functionality, overall risk mitigation, flight test approach and results, and lessons learned of adaptive controls research of the Full-Scale Advanced Systems Testbed.

Pavlock, Kate M.↗
NASA NTRS2002

LWS/SET Technology Experiment Carrier

This paper examines the approach taken to building a low-cost, modular spacecraft bus that can be used to support a variety of technology experiments in different space environments. It describes the techniques used and design drivers considered to ensure experiment independence from as yet selected host spacecraft. It describes the technology experiment carriers that will support NASA's Living With a Star Space Environment Testbed space missions. NASA has initiated the Living With a Star (LWS) Program to develop a better scientific understanding to address the aspects of the connected Sun-Earth system that affect life and society. A principal goal of the program is to bridge the gap between science, engineering, and user application communities. The Space Environment Testbed (SET) Project is one element of LWS. The Project will enable future science, operational, and commercial objectives in space and atmospheric environments by improving engineering approaches to the accommodation and/or mitigation of the effects of solar variability on technological systems. The SET Project is highly budget constrained and must seek to take advantage of as yet undetermined partnering opportunities for access to space. SET will conduct technology validation experiments hosted on available flight opportunities. The SET Testbeds will be developed in a manner that minimizes the requirements for accommodation, and will be flown as flight opportunities become available. To access the widest range of flight opportunities, two key development requirements are to maintain flexibility with respect to accommodation constraints and to have the capability to respond quickly to flight opportunities. Experiments, already developed to the technology readiness level of needing flight validation in the variable Sun-Earth environment, will be selected on the basis of the need for the subject technology, readiness for flight, need for flight resources and particular orbit. Experiments will be accumulated by the Project and manifested for specific flight opportunities as they become available. The SET Carrier is designed to present a standard set of interfaces to SET technology experiments and to be modular and flexible enough to interface to a variety of possible host spacecraft. The Carrier will have core components and mission unique components. Once the core carrier elements have been developed, only the mission unique components need to be defined and developed for any particular mission. This approach will minimize the mission specific cost and development schedule for a given flight opportunity. The standard set of interfaces provided by SET to experiments allows them to be developed independent of the particulars of a host spacecraft. The Carrier will provide the power, communication, and the necessary monitoring features to operate experiments. The Carrier will also provide all of the mechanical assemblies and harnesses required to adapt experiments to a particular host. Experiments may be hosted locally with the Carrier or remotely on the host spacecraft. The Carrier design will allow a single Carrier to support a variable number of experiments and will include features that support the ability to incrementally add experiments without disturbing the core architecture.

Sherman, Barry↗
NASA NTRS2015

Integrating Human Performance Measures into Space Operations: Beyond Our Scheduling Capabilities?

Current planning and scheduling software tools for International Space Station (ISS) support different flight controller teams as they plan daily space operations. Planning and scheduling tools capabilities include integrating digitized ISS state inputs, evaluating their expected future states, and propagating them over time. Extensive, custom-made computational models of operations, of objectives, and of operational constraints help ISS flight controllers identify where scheduled events violate constraints. Based on the current capabilities of these tools, this paper proposes how human performance measures could be better integrated into planning and scheduling tools for space mission operations. Future integration of human performance measures could be applied to state inputs (in this case, the astronaut’s state) and to modeling human performance operational constraints & operational objectives (i.e., assigned activities) with parameters that are relevant to human performance measures. Gaps between the state-of-the-art for human performance modeling and planning tools for future exploration missions are identified.

space operations↗
NASA NTRS2015

Impact of Airspace Charges on Transatlantic Aircraft Trajectories

Aircraft flying over the airspace of different countries are subject to over-flight charges. These charges vary from country to country. Airspace charges, while necessary to support the communication, navigation and surveillance services, may lead to aircraft flying routes longer than wind-optimal routes and produce additional carbon dioxide and other gaseous emissions. This paper develops an optimal route between city pairs by modifying the cost function to include an airspace cost whenever an aircraft flies through a controlled airspace without landing or departing from that airspace. It is assumed that the aircraft will fly the trajectory at a constant cruise altitude and constant speed. The computationally efficient optimal trajectory is derived by solving a non-linear optimal control problem. The operational strategies investigated in this study for minimizing aircraft fuel burn and emissions include flying fuel-optimal routes and flying cost-optimal routes that may completely or partially reduce airspace charges en route. The results in this paper use traffic data for transatlantic flights during July 2012. The mean daily savings in over-flight charges, fuel cost and total operation cost during the period are 17.6 percent, 1.6 percent, and 2.4 percent respectively, along the cost- optimal trajectories. The transatlantic flights can potentially save $600,000 in fuel cost plus $360,000 in over-flight charges daily by flying the cost-optimal trajectories. In addition, the aircraft emissions can be potentially reduced by 2,070 metric tons each day. The airport pairs and airspace regions that have the highest potential impacts due to airspace charges are identified for possible reduction of fuel burn and aircraft emissions for the transatlantic flights. The results in the paper show that the impact of the variation in fuel price on the optimal routes is to reduce the difference between wind-optimal and cost-optimal routes as the fuel price increases. The additional fuel consumption is quantified using the 30 percent variation in fuel prices during March 2014 to March 2015.

aircraft scheduling↗
NASA NTRS1979

Shuttle program. STS-7 conceptual flight profile. IUS/TDRS-A

The Space Transportation System (STS) Flight Assignment Manifest has has scheduled a Tracking and Data Relay Satellite System (TDRSS) spacecraft for a February 1981 launch on STS Flight 7. The preliminary flight profile that conceptually implements the flight requirements and constraints levied by the STS, inertial upper stage (IUS), and the TDRS spacecraft is presented. The integrated major flight design guidelines and requirements used in the development of the flight profile are included together with a flight sequence of events and time line that describe the profile and reflect implementation of the integrated set of requirements.

Source record↗
NASA NTRS1984

Science with the solar optical telescope

The Solar Optical Telescope (SOT) is designed to provide the solar physics community with the data necessary for solving several fundamental problems in the energetics and dynamics of the solar atmosphere. Among these problems are questions on the origin and evolution of the sun's magnetic field, heating of the outer solar atmosphere, and sources of the solar wind in the lower lying regions of the outer atmosphere. The SOT will be built under the management of NASA's Goddard Space Flight Center, with science instruments provided by teams led by Principal Investigators. The telescope will be built by the Perkin-Elmer Corporation, and the science instruments selected for the first flight will be provided by the Lockheed Palo Alto Research Laboratory (LPARL) and the California Institute of Technology, with actual construction of a combined science instrument taking place at the LPARL. The SOT has a 1.3-meter-diameter primary mirror that will be capable of achieving diffraction-limited viewing in the visible of 0.1 arc-second. This dimension is less than a hydrodynamic scale-height or a mean-free-path of a continuum photon in the solar atmosphere. Image stability will be achieved by a control system in the telescope, which moves both the primary and tertiary mirrors in tandem, and will be further enhanced by a correlation tracker in the combined science instrument. The SOT Facility is currently scheduled for its first flight on Spacelab at the beginning of the 1990's.

Jordan, S. D.↗
NASA NTRS1999

SOFIA's Choice: Automating the Scheduling of Airborne Observations

This paper describes the problem of scheduling observations for an airborne telescope. Given a set of prioritized observations to choose from, and a wide range of complex constraints governing legitimate choices and orderings, how can we efficiently and effectively create a valid flight plan which supports high priority observations? This problem is quite different from scheduling problems which are routinely solved automatically in industry. For instance, the problem requires making choices which lead to other choices later, and contains many interacting complex constraints over both discrete and continuous variables. Furthermore, new types of constraints may be added as the fundamental problem changes. As a result of these features, this problem cannot be solved by traditional scheduling techniques. The problem resembles other problems in NASA and industry, from observation scheduling for rovers and other science instruments to vehicle routing. The remainder of the paper is organized as follows. In 2 we describe the observatory in order to provide some background. In 3 we describe the problem of scheduling a single flight. In 4 we compare flight planning and other scheduling problems and argue that traditional techniques are not sufficient to solve this problem. We also mention similar complex scheduling problems which may benefit from efforts to solve this problem. In 5 we describe an approach for solving this problem based on research into a similar problem, that of scheduling observations for a space-borne probe. In 6 we discuss extensions of the flight planning problem as well as other problems which are similar to flight planning. In 7 we conclude and discuss future work.

Frank, Jeremy↗
NASA NTRS1986

X-ray satellite (Rosat)

An overview of the current status of the ROSAT X-Ray satellite project is given. Areas discussed include an overview of problem areas, systems and mechanical subsystems, the electrical subsystem, power supply, data processing and transmission, the wide field camera, ground support equipment and the production scheduling. It is shown that the project is proceeding according to schedule, including the hardware production and costs. However, it is stated that estimated additional costs will exceed the plan. The previous schedule for production of the flight model will no longer be met. A modified milestone plan has been worked out with Dornier Systems. The current working schedule calls for a launch data of December 21, 1987; however, this does not take into account a 4-week buffer prior to transporting the flight model to the launch site. As of the date of this report, milestone M5 has been met. Previous problems with the gold vapor deposition on the flight model mirror due to contamination have been eliminated.

Source record↗
NASA NTRS2003

Evolutionary Design of an X-Band Antenna for NASA's Space Technology 5 Mission

We present an evolved X-band antenna design and flight prototype currently on schedule to be deployed on NASA s Space Technology 5 spacecraft in 2004. The mission consists of three small satellites that wall take science measurements in Earth s magnetosphere. The antenna was evolved to meet a challenging set of mission requirements, most notably the combination of wide beamwidth for a circularly-polarized wave and wide bandwidth. Two genetic algorithms were used: one allowed branching an the antenna arms and the other did not. The highest performance antennas from both algorithms were fabricated and tested. A handdesigned antenna was produced by the contractor responsible for the design and build of the mission antennas. The hand-designed antenna is a quadrifilar helix, and we present performance data for comparison to the evolved antennas. As of this writing, one of our evolved antenna prototypes is undergoing flight qualification testing. If successful, the resulting antenna would represent the first evolved hardware in space, and the first deployed evolved antenna.

Lohn, Jason D.↗
NASA NTRS2004

An Evolved Antenna for Deployment on NASA's Space Technology 5 Mission

We present an evolved X - band antenna design and flight prototype currently on schedule to be deployed on NASA's Space Technology 5(ST5) spacecraft. Current methods of designing and optimizing antennas by hand are time and labor intensive, limit complexity and require significant expertise and experience. Evolutionary design techniques can overcome these limitations by searching the design space and automatically finding effective solutions that would ordinarily not be found. The ST5 antenna was evolved to meet a challenging set of mission requirements, most notably the combination of wide beamwidth for a circularly-polarized wave and wide bandwidth.Two evolutionary algorithms were used: one used a genetic algorithm style representation that did not allow branching in the antenna arms: the second used a genetic programming style tree-structured representation that allowed branching in the antenna arms. The highest performance antennas from both algorithms were fabricated and tested and both yielded similar performance. Both were comparable in performance to a hand-designed antenna produced by a contractor for the mission, and so we consider them examples of human-competitive performance by evolutionary algorithms. One of the evolved antenna prototypes is undergoing flight qualification testing.

Lohn, Jason D.↗
NASA NTRS2004

An Enabling Technology for New Planning and Scheduling Paradigms

The Night Projects Directorate at NASA's Marshall Space Flight Center is developing a new planning and scheduling environment and a new scheduling algorithm to enable a paradigm shift in planning and scheduling concepts. Over the past 33 years Marshall has developed and evolved a paradigm for generating payload timelines for Skylab, Spacelab, various other Shuttle payloads, and the International Space Station. The current paradigm starts by collecting the requirements, called ?ask models," from the scientists and technologists for the tasks that are to be scheduled. Because of shortcomings in the current modeling schema, some requirements are entered as notes. Next, a cadre with knowledge of vehicle and hardware modifies these models to encompass and be compatible with the hardware model; again, notes are added when the modeling schema does not provide a better way to represent the requirements. Finally, the models are modified to be compatible with the scheduling engine. Then the models are submitted to the scheduling engine for automatic scheduling or, when requirements are expressed in notes, the timeline is built manually. A future paradigm would provide a scheduling engine that accepts separate science models and hardware models. The modeling schema would have the capability to represent all the requirements without resorting to notes. Furthermore, the scheduling engine would not require that the models be modified to account for the capabilities (limitations) of the scheduling engine. The enabling technology under development at Marshall has three major components: (1) A new modeling schema allows expressing all the requirements of the tasks without resorting to notes or awkward contrivances. The chosen modeling schema is both maximally expressive and easy to use. It utilizes graphical methods to show hierarchies of task constraints and networks of temporal relationships. (2) A new scheduling algorithm automatically schedules the models without the intervention of a scheduling expert. The algorithm is tuned for the constraint hierarchies and the complex temporal relationships provided by the modeling schema. It has an extensive search algorithm that can exploit timing flexibilities and constraint and relationship options. (3) An innovative architecture allows multiple remote users to simultaneously model science and technology requirements and other users to model vehicle and hardware characteristics. The architecture allows the remote users to submit scheduling requests directly to the scheduling engine and immediately see the results. These three components are integrated so that science and technology experts with no knowledge of the vehicle or hardware subsystems and no knowledge of the internal workings of the scheduling engine have the ability to build and submit scheduling requests and see the results. The immediate feedback will hone the users' modeling skills and ultimately enable them to produce the desired timeline. This paper summarizes the three components of the enabling technology and describes how this technology would make a new paradigm possible.

Jaap, John↗
NASA NTRS2003

Space Based Communications

Current space lift launches on the Eastern and Western Range require extensive ground-based real-time tracking, communications and command/control systems. These are expensive to maintain and operate and cover only limited geographical areas. Future spaceports will require new technologies to provide greater launch and landing opportunities, support simultaneous missions, and offer enhanced decision support models and simulation capabilities. These ranges must also have lower costs and reduced complexity while continuing to provide unsurpassed safety to the public, flight crew, personnel, vehicles and facilities. Commercial and government space-based assets for tracking and communications offer many attractive possibilities to help achieve these goals. This paper describes two NASA proof-of-concept projects that seek-to exploit the advantages of a space-based range: Iridium Flight Modem and Space-Based Telemetry and Range Safety (STARS). Iridium Flight Modem uses the commercial satellite system Iridium for extremely low cost, low rate two-way communications and has been successfully tested on four aircraft flights. A sister project at Goddard Space Flight Center's (GSFC) Wallops Flight Facility (WFF) using the Globalstar system has been tested on one rocket. The basic Iridium Flight Modem system consists of a L1 carrier Coarse/Acquisition (C/A)-Code Global Positioning System (GPS) receiver, an on-board computer, and a standard commercial satellite modem and antennas. STARS uses the much higher data rate NASA owned Tracking and Data Relay Satellite System (TDRSS), a C/A-Code GPS receiver, an experimental low-power transceiver, custom built command and data handler processor, and digitized flight termination system (FTS) commands. STARS is scheduled to fly on an F-15 at Dryden Flight Research Center in the spring of 2003, with follow-on tests over the next several years.

Simpson, James↗
NASA NTRS2010

Planning for Plume Diagnostics for Ground Testing of J-2X Engines at the SSC

John C. Stennis Space Center (SSC) is the premier test facility for liquid rocket engine development and certification for the National Aeronautics and Space Administration (NASA). Therefore, it is no surprise that the SSC will play the most prominent role in the engine development testing and certification for the J-2X engine. The Pratt & Whitney Rocketdyne J-2X engine has been selected by the Constellation Program to power the Ares I Upper Stage Element and the Ares V Earth Departure Stage in NASA s strategy of risk mitigation for hardware development by building on the Apollo program and other lessons learned to deliver a human-rated engine that is on an aggressive development schedule, with first demonstration flight in 2010 and human test flights in 2012. Accordingly, J-2X engine design, development, test, and evaluation is to build upon heritage hardware and apply valuable experience gained from past development and testing efforts. In order to leverage SSC s successful and innovative expertise in the plume diagnostics for the space shuttle main engine (SSME) health monitoring,1-10 this paper will present a blueprint for plume diagnostics for various proposed ground testing activities for J-2X at SSC. Complete description of the SSC s test facilities, supporting infrastructure, and test facilities is available in Ref. 11. The A-1 Test Stand is currently being prepared for testing the J-2X engine at sea level conditions. The A-2 Test Stand is currently being used for testing the SSME and may also be used for testing the J-2X engine at sea level conditions in the future. Very recently, ground-breaking ceremony for the new A-3 rocket engine test stand took place at SSC on August 23, 2007. A-3 is the first large - scale test stand to be built at the SSC since the A and B stands were constructed in the 1960s. The A-3 Test Stand will be used for testing J-2X engines under vacuum conditions simulating high altitude operation at approximately 30,480 m (100,000 ft). To achieve the simulated altitude environment, chemical steam generators using isopropyl alcohol, LOX, and RELEASED - Printed documents may be obsolete; validate prior to use. water would run for the duration of the test and would generate approximately 2096 Kg/s of steam to reduce pressure in the test cell and downstream of the engine. The testing at the A-3 Test Stand is projected to begin in late 2010, meanwhile the J-2X component testing on A-1 is scheduled to begin later this year.

SaintCyr, William W.↗
NASA NTRS2007

Quiet Spike(TradeMark) Build-up Ground Vibration Testing Approach

Flight tests of Gulfstream Aerospace Corporation s Quiet Spike(TradeMark) hardware were recently completed on the NASA Dryden Flight Research Center F-15B airplane. NASA Dryden uses a modified F-15B airplane as a testbed aircraft to cost-effectively fly flight research experiments that are typically mounted underneath the F-15B airplane, along the fuselage centerline. For the Quiet Spike(TradeMark) experiment, however, instead of a centerline mounting, a relatively long forward-pointing boom was attached to the radar bulkhead of the F-15B airplane. The Quiet Spike(TradeMark) experiment is a stepping-stone to airframe structural morphing technologies designed to mitigate the sonic-boom strength of business jets over land. The Quiet Spike(TradeMark) boom is a concept in which an aircraft s noseboom would be extended prior to supersonic acceleration. This morphing effectively lengthens the aircraft, thus reducing the peak sonic-boom amplitude, but is also expected to partition the otherwise strong bow shock into a series of reduced-strength, noncoalescing shocklets. Prior to flying the Quiet Spike(TradeMark) experiment on the F-15B airplane several ground vibration tests were required to understand the Quiet Spike(TradeMark) modal characteristics and coupling effects with the F-15B airplane. However, due to the flight hardware availability and compressed schedule requirements, a "traditional" ground vibration test of the mated F-15B Quiet Spike(TradeMark) ready-for- flight configuration did not leave sufficient time available for the finite element model update and flutter analyses before flight testing. Therefore, a "nontraditional" ground vibration testing approach was taken. This paper provides an overview of each phase of the "nontraditional" ground vibration testing completed for the Quiet Spike(TradeMark) project which includes the test setup details, instrumentation layout, and modal results obtained in support of the structural dynamic modeling and flutter analyses.

Spivey, Natalie D.↗
NASA NTRS2007

Quiet Spike(TradeMark) Build-up Ground Vibration Testing Approach

Flight tests of the Gulfstream Aerospace Corporation s Quiet Spike(TradeMark) hardware were recently completed on the National Aeronautics and Space Administration Dryden Flight Research Center F-15B airplane. NASA Dryden uses a modified F-15B (836) airplane as a testbed aircraft to cost-effectively fly flight research experiments that are typically mounted underneath the airplane, along the fuselage centerline. For the Quiet Spike(TradeMark) experiment, instead of a centerline mounting, a forward-pointing boom was attached to the radar bulkhead of the airplane. The Quiet Spike(TradeMark) experiment is a stepping-stone to airframe structural morphing technologies designed to mitigate the sonic-boom strength of business jets flying over land. Prior to flying the Quiet Spike(TradeMark) experiment on the F-15B airplane several ground vibration tests were required to understand the Quiet Spike(TradeMark) modal characteristics and coupling effects with the F-15B airplane. Because of flight hardware availability and compressed schedule requirements, a "traditional" ground vibration test of the mated F-15B Quiet Spike(TradeMark) ready-for-flight configuration did not leave sufficient time available for the finite element model update and flutter analyses before flight-testing. Therefore, a "nontraditional" ground vibration testing approach was taken. This report provides an overview of each phase of the "nontraditional" ground vibration testing completed for the Quiet Spike(TradeMark) project.

Spivey, Natalie D.↗
NASA NTRS1971

Particles and fields subsatellite program

Developments in the Particles and Fields Lunar Subsatellite Program are reported. The basic purpose of the program is to provide three subsatellites with one for launch with Apollo 15, and one for launch with Apollo 16. At this time all three subsatellites have been completed except for a few minor changes, and the Flight 1 subsatellite has been successfully placed in orbit for the Apollo 15 CSM with all systems performing satisfactorily. The Flight 2 subsatellite is scheduled for launch on March 17, 1972. The Qualification Unit subsatellite has successfully completed its qualification testing.

Horn, H. J.↗