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Research in Flight partnered with the NASA SBIR/STTR Program to enhance its FlightStream® software, which engineers use to calculate the aerodynamic performance and feasibility of aircraft concepts, particularly those with no historical performance data. The company has since gained industry recognition, with new customers and continued development with NASA.
Under development for launch in July 1998, Deep Space One (DS1) is the first flight of NASA's New Millennium Program, Chartered to validate selected technologies required for future low-cost space science programs. Advanced technologies chosen for validation on DS1 include solar electric propulsion, high-power solar concentrator arrays, autonomous on-board optical navigation, two low-mass science instrument packages, and several telecommunications and microelectronics devices.
The first flight of NASA's New Millennium Program, Deep Space-1, will include a new navigational technology: a fully autonomous optical navigation system.
This Technical Memorandum presents results from a damage tolerance study undertaken in support of the payload adapter fitting (PAF) for the Space Launch System (SLS) program at NASA’s Marshall Space Flight Center (MSFC). The study consisted of determining the compression-after-impact (CAI) strength of candidate carbon/epoxy face sheet sandwich structure that has been identified for potential use to manufacture the PAF hardware. Two types of core material that have been considered for use on the PAF structure were used in this study. One was an aluminum honeycomb and the other was a Rohacell foam. Levels of barely visible impact damage (BVID) were determined for the types of sandwich structure tested in this study and this level of damage was used for CAI strength testing. It was found that the honeycomb core sandwich structure failed by face sheet failure and the foam core sandwich structure failed by core shear failure. CAI strength values were normalized by weight of the sandwich structure since lower mass is desirable for this structure.
The High Stability Engine Control (HISTEC) Program, managed and funded by the NASA Lewis Research Center, is a cooperative effort between NASA and Pratt & Whitney (P&W). The program objective is to develop and flight demonstrate an advanced high stability integrated engine control system that uses real-time, measurement-based estimation of inlet pressure distortion to enhance engine stability. Flight testing was performed using the NASA Advanced Controls Technologies for Integrated Vehicles (ACTIVE) F-15 aircraft at the NASA Dryden Flight Research Center. The flight test configuration, details of the research objectives, and the flight test matrix to achieve those objectives are presented. Flight test results are discussed that show the design approach can accurately estimate distortion and perform real-time control actions for engine accommodation.
NASA Glenn Research Center at Lewis Field's aviation Weather Information Communications (WINCOMM) and NASA Langley Research Center's Aviation Weather Information (AWIN) programs collaborated in a flight test and evaluation of a worldwide weather data-link capability using satellites. This successful flight testing moves NASA closer to its goal of developing advanced communications and information technologies to enable high-quality and timely dissemination of aviation weather information to all relevant users on the aviation information network. Recognized as a major contributing factor in aviation accidents and incidents, weather contributes directly or indirectly to nearly 80 percent of fatal general aviation (small private aircraft) accidents. In 1997, the Aeronautics Safety Investment Strategy Team s weather team produced a prioritized list of investment areas under weather accident prevention. Weather data dissemination is the most critical and highest ranked priority on the list. NASA's Aviation Safety Program founded the Aviation Weather Information initiative to focus efforts on significantly reducing the number of weather-related aviation fatalities. Access to accurate and timely weather data could contribute to a major reduction of weather-related incidents and accidents. However, a cost-effective solution has eluded most general aviation pilots because of the high cost of onboard weather radar equipment. Rockwell Collins, through a contract with NASA and in cooperation with WorldSpace Corporation, successfully completed ground and flight testing of a receiver and antenna in Johannesburg, South Africa. This NASA/Rockwell Collins project is an evaluation of worldwide weather data-link capability using transmissions from the Satellite Digital Audio Radio Services (S DARS) AfriStar satellite. Owned and operated by WorldSpace, AfriStar is a geostationary satellite that broadcasts commercial digital audio services to stationary and mobile platforms. S DARS satellites are the most powerful communications satellites produced to date, allowing users to receive signals using simple, low-cost patch antennas instead of more expensive, beam-steered antenna arrays. Engineers connected an inexpensive, commercially available radio receiver to a laptop computer and an antenna designed and built by Rockwell Collins, enabling them to receive WorldSpace signals from the AfriStar satellite during flight tests. WorldSpace broadcast their composite color graphical weather data files, which were multiplexed with normal audio streams, to the flat patch antenna mounted on a single-engine aircraft. The aircraft was equipped with a modified commercial S-DARS receiver, a Global Positioning Satellite (GPS) receiver, and a laptop computer with color display. Continuous data reception occurred during normal aircraft maneuvers performed throughout takeoff, cruise, and landing operations. In addition, engineers monitored receiver power levels during steep turns and banks. In most instances, the receiver was able to maintain acceptable power levels during all phases of flight and to obtain weather data with little or with the successful completion of ground and flight testing of a receiver and antenna in Johannesburg, South Africa, the team has started to prepare for experiments using highspeed aircraft in areas of the world with limited access to timely weather data. NASA plans to provide a more advanced antenna design and consultation support. This successful test of real-time aviation-related weather data is a positive step toward solving communications-specific issues associated with the dissemination of weather data directly to the cockpit.
At this time, the National Aeronautics and Space Administration (NASA) has successfully completed five manned space flights in Project Mercury. Two of these were suborbital, and of approximately 19 minutes duration, and each of these subjected the pilot to about 5 minutes of weightlessness. The remaining three manned flights were orbital. Two of these flights involved the completion of three orbital passes, or about hours of weightlessness. The last orbital flight was extended to six orbital passes with nearly 10 hours of weightlessness. As a result of these flights, we have gained a wealth of information about space and man's ability to function in this new environment. There is, however, much which is yet to be learned regarding both of these aspects.
As a part of NASA's Rotorcraft All-Weather Operations Research Program, advanced airborne radar approach (ARA) concepts are being investigated. Since data from previous NASA/FAA flight tests showed significant ARA limitations, a research program was initiated at NASA Ames Research Center to determine the benefit that could be derived by automating certain radar functions and superimposing course display data on the radar display. To evaluate these concepts, a newly developed video tracking system which interfaces with weather radar was acquired. After the pilot designates a destination target, the system tracks the target video as it moves on the radar indicator. Using a small, efficient microprocessor, the autotracker presents valuable approach data on the radar screen and automatically adjusts the radar gain and tilt. Results of a limited flight test evaluation of the autotracker show that the course display concept, combined with automated gain and tilt functions, is effective for improving ARA's and reducing radar operator workload.
A ringsail parachute, which had a nominal diameter of 40 feet (12.2 meters) and reference area of 1256 square feet (117 m(exp 2)) and was modified to provide a total geometric porosity of 15 percent of the reference area, was flight tested as part of the rocket launch portion of the NASA Planetary Entry Parachute Program. The payload for the flight test was an instrumented capsule from which the test parachute was ejected by a deployment mortar when the system was at a Mach number of 1.64 and a dynamic pressure of 9.1 pounds per square foot (43.6 newtons per m(exp 2)). The parachute deployed to suspension line stretch in 0.45 second with a resulting snatch force of 1620 pounds (7200 newtons). Canopy inflation began 0.07 second later and the parachute projected area increased slowly to a maximum of 20 percent of that expected for full inflation. During this test, the suspension lines twisted, primarily because the partially inflated canopy could not restrict the twisting to the attachment bridle and risers. This twisting of the suspension lines hampered canopy inflation at a time when velocity and dynamic-pressure conditions were more favorable.
Development of new technologies is the primary purpose of the Office of Aeronautics and Space Technology (OAST). OAST's mission includes the following two goals: (1) to conduct research to provide fundamental understanding, develop advanced technology and promote technology transfer to assure U.S. preeminence in aeronautics and to enhance and/or enable future civil space missions: and (2) to provide unique facilities and technical expertise to support national aerospace needs. OAST includes both NASA Headquarters operations as well as programmatic and institutional management of the Ames Research Center, the Langley Research Center and the Lewis Research Center. In addition. a considerable portion of OAST's Space R&T Program is conducted through the flight and science program field centers of NASA. Within OAST, the Space Technology Directorate is responsible for the planning and implementation of the NASA Space Research and Technology Program. The Space Technology Directorate's mission is 'to assure that OAST shall provide technology for future civil space missions and provide a base of research and technology capabilities to serve all national space goals.' Accomplishing this mission entails the following objectives: y Identify, develop, validate and transfer technology to: (1) increase mission safety and reliability; (2) reduce flight program development and operations costs; (3) enhance mission performance; and (4) enable new missions. Provide the capability to: (1) advance technology in critical disciplines; and (2) respond to unanticipated mission needs. In-space experiments are an integral part of OAST's program and provides for experimental studies, development and support for in-space flight research and validation of advanced space technologies. Conducting technology experiments in space is a valuable and cost effective way to introduce advanced technologies into flight programs. These flight experiments support both the R&T base and the focussed programs within OAST.
Detailed economic analysis shows the Thrust Assisted Orbiter Space Shuttle System (TAOS) to be the most economic Space Shuttle configuration among the systems studied. The development of a TAOS Shuttle system is economically justified within a level of space activities between 300 and 360 Shuttle flights in the 1979-1990 period, or about 25 to 30 flights per year, well within the U.S. Space Program including NASA and DoD missions. If the NASA and DoD models are taken at face value (624 flights), the benefits of the Shuttle system are estimated to be $13.9 billion with a standard deviation of plus or minus $1.45 billion in 1970 dollars (at a 10% social rate of discount). If the expected program is modified to 514 flights (in the 1979-1990 period), the estimated benefits of the Shuttle system are $10.2 billion, with a standard deviation of $940 million (at a 10% social rate of discount).
Since the beginning of human space flight, NASA has been placing humans in extreme and remote environments. There are many challenges in maintaining humans in outer space, including the provision of life-support systems, radiation shielding, and countermeasures for minimizing the effect of microgravity. Because astronauts are selected for their health, among other factors, disease and illness are minimized. However, it is still of great importance to have appropriate medical care systems in place to address illness and injury should they occur. With the exception of the Apollo program, exploration of space has been limited to missions that are within several hundred miles of the surface of the Earth. At the drawn of the 21st century and the new millennium, human exploration will be focused on operation of the International Space Station (ISS) and preparation for human missions to Mars. These missions will present inherent risks to human health, and, therefore, appropriate plans must be established to address these challenges and risks. Crews of long-duration missions must become more independent from ground controllers. New systems, protocols, and procedures are currently being perfected. Application of emerging technologies in information systems and telecommunications will be critical to inflight medical care. Application of these technologies through telemedicine will provide crew members access to information, noninvasive procedures for assessing health status, and guidance through the integration of sensors, holography, decision-support systems, and virtual environments. These technologies will also serve as a basis to enhance training and medical education. The design of medical care for space flight should lead to a redesign of the practice of medicine on Earth.
Supercooled Large Droplet (SLD) icing conditions were implicated in at least one recent aircraft crash, and have been associated with other aircraft incidents. Inflight encounters with SLD can result in ice accreting on unprotected areas of the wing where it can not be removed. Because this ice can adversely affect flight characteristics of some aircraft, there has been concern about flight safety in these conditions. The FAA held a conference on in-flight icing in 1996 where the state of knowledge concerning SLD was explored. One outcome of these meetings was an identified need to acquire SLD flight research data, particularly in the Great Lakes Region. The flight research data was needed by the FAA to develop a better understanding of the meteorological characteristics associated with SLD and facilitate an assessment of existing aircraft icing certification regulations with respect to SLD. In response to this need, NASA, the Federal Aviation Administration (FAA), and the National Center for Atmospheric Research (NCAR) conducted a cooperative icing flight research program to acquire SLD flight research data. The NASA Glenn Research Center's Twin Otter icing research aircraft was flown throughout the Great Lakes region during the winters of 1996-97 and 1997-98 to acquire SLD icing and meteorological data. The NASA Twin Otter was instrumented to measure cloud microphysical properties (particle size, LWC (Liquid Water Content), temperature, etc.), capture images of wing and tail ice accretion, and then record the resultant effect on aircraft performance due to the ice accretion. A satellite telephone link enabled the researchers onboard the Twin Otter to communicate with NCAR meteorologists. who provided real-time guidance into SLD icing conditions. NCAR meteorologists also provided preflight SLD weather forecasts that were used to plan the research flights, and served as on-board researchers. This document contains an evaluation of the tools and techniques NCAR forecasters used to predict the location of SLD icing conditions during the winter of 1997-1998. The objectives of this report are to: (1) assess the tools used to forecast in-flight icing. (2) assess the success/failure rate of the forecasts, and (3) discuss suggested changes to forecast techniques.
The program objectives were defined in the original proposal entitled "Program of Research in Flight Dynamics in the JIAFS at NASA Langley Research Center" which was originated March 20, 1975, and in yearly renewals of the research program dated December 1, 1979 to December 1, 1998. The program included three major topics: 1) Improvement of existing methods and development of new methods for flight and wind tunnel data analysis based on system identification methodology. 2) Application of these methods to flight and wind tunnel data obtained from advanced aircraft. 3) Modeling and control of aircraft, space structures and spacecraft. The principal investigator of the program was Dr. Vladislav Klein, Professor at The George Washington University, Washington, D.C.. Thirty-seven Graduate Research Scholar Assistants, two of them doctoral students, also participated in the program. The results of the research conducted during nineteen years of the total co-operative period were published in 23 NASA technical reports, 2 D.Sc. Dissertations, 14 M.S. Theses and 33 papers. The list of these publications is included. The results were also reported in more than 30 seminar lectures presented at various research establishments world-wide. For contributions to the research supported by the co-operative agreement, three NASA Awards were received: 1) NASA LARC Group Achievement Award, May 30, 1990, to Dr. V. Klein as a member of the X-29 Drop Model Team. 2) NASA Medal for Exceptional Engineering Achievement, March 27, 1992, to Dr. V. Klein for innovative contributions in the development of advanced techniques and computer programs in the field of system identification. 3) NASA LaRC Team Excellence Award, May 7, 1994, to Dr. V. Klein as a member of the X-31 Drop Model Team.
NASA's Exploration Technology Development and Demonstration Program has proposed plans for a series of three sub-scale flight tests at Earth for supersonic retropropulsion, a candidate decelerator technology for future, high-mass Mars missions. The first flight test in this series is intended to be a proof-of-concept test, demonstrating successful initiation and operation of supersonic retropropulsion at conditions that replicate the relevant physics of the aerodynamic-propulsive interactions expected in flight. Five sub-scale flight test article concepts, each designed for launch on sounding rockets, have been developed in consideration of this proof-of-concept flight test. Commercial, off-the-shelf components are utilized as much as possible in each concept. The design merits of the concepts are compared along with their predicted performance for a baseline trajectory. The results of a packaging study and performance-based trade studies indicate that a sounding rocket is a viable launch platform for this proof-of-concept test of supersonic retropropulsion.
As the interest in lunar exploration grows exponentially, many companies and government agencies around the world are looking to establish presence on the lunar surface. With NASA’s Artemis program and Lunar Gateway, NASA seeks to return to the moon and for exploration. To achieve such goals, many orbit regimes and patterns were explored. Due to its minimal station keeping requirements and communications access, a specific set of Halo Orbits known as Near Rectilinear Halo Orbits (NRHO) was selected for use cases in both NASA’s Artemis Program as well as Lunar Gateway. The primary objective of this effort is to perform a flight dynamics analysis, which analyzes trajectories targeting specific lunar fly-by altitudes and NRHO Resonances in the L2 Southern Family.
The space shuttle orbiter experiments program is responsible for collecting flight data to extend the research and technology base for future aerospace vehicle design. The infrared imagery of shuttle (IRIS), catalytic surface effects, and tile gap heating experiments sponsored by Ames Research Center are part of this program. The software required to process the flight data which support these experiments is described. In addition, data analysis techniques, developed in support of the IRIS experiment, are discussed. Using the flight data base, the techniques provide information useful in analyzing and correcting problems with the experiment, and in interpreting the IRIS image obtained during the entry of the third shuttle mission.
The Space Shuttle Orbiter Experiments program in responsible for collecting flight data to extend the research and technology base for future aerospace vehicle design. The Infrared Imagery of Shuttle (IRIS), Catalytic Surface Effects, and Tile Gap Heating experiments sponsored by Ames Research Center are part of this program. The paper describes the software required to process the flight data which support these experiments. In addition, data analysis techniques, developed in support of the IRIS experiment, are discussed. Using the flight data base, the techniques have provided information useful in analyzing and correcting problems with the experiment, and in interpreting the IRIS image obtained during the entry of the third Shuttle mission.