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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 109 records · Page 6

Skylab Rescue Space Vehicle OAT No. 1 Plugs in Test

A test is described which demonstrates the compatibility of the Skylab Rescue Space Vehicle systems, the ground support equipment, and off-site support facilities by proceeding through a simulated launch countdown, liftoff, and flight. The functions of propellant loading, umbilical ejection, holddown arm release, service arm retraction, liftoff, and inflight separation are simulated. An external power source supplies transfer power to internal, and instrument unit commands are simulated by the digital command system. The test outline is presented along with a list of references, intercommunications information, radio frequency matrix, and interface control chart.

Jevitt, S. J.↗

Skylab 2 post-launch report (RCS 76-0000-00048)

The launch vehicle stages for SL-2, the CSM experiments, and their associated support equipment are reported. The performance of KSC systems in support of processing and launch of the SL-2 are described along with major processing events for each launch vehicle stage, the spacecraft, and the general experiments of the SL-2 S/V. The final countdown and hold times are noted and a summary of the launch vehicle is included. The weather conditions at launch time and the range support activities are given.

Source record↗

Safety considerations involved in testing, checkout and launch operations at Cape Kennedy

This paper concerns itself with identifying safety problems associated with launch operations conducted during preparations for manned space flights at Cape Kennedy. This includes transportation and assembly of large space vehicles in the Vehicle Assembly Building, rollout to Launch Pad 39, test, checkout, and the launch countdown. Under these broad categories, the risks of fuel and oxidizer loading, installation of pyrotechnics, and similar hazardous operations are discussed. The many aspects for fire and rescue requirements are examined. These encompass the water deluge systems on the Mobile Service Structure and the Mobile Launcher, the insulated fire and rescue tractor, slide wire escape system, fire proximity suits, self-contained breathing apparatus and emergency cutting tools. In addition, written procedures for tests, emergencies, rescue and backout, as well as certification of personnel and TV monitoring of the launch system are detailed.-

Bolger, P. H.↗

Titan/Centaur T/C-1 post flight evaluation report

The first Titan/Centaur launch vehicle, TC-1, was launched from the Eastern Test Range Complex 41 at 09:48:01.46 hours Eastern Daylight Time on February 11, 1974. The vehicle carried a dynamic mass model of the Viking spacecraft and a SPHINX spacecraft, intended to study high voltage interactions in space. This launch was a Proof Flight of a vehicle con- figuration integrating the Air Force Titan booster and the NASA Centaur upper stage. It also was the first flight of the Centaur Standard Shroud developed for the Titan/Centaur. The countdown for the launch proceeded normally except for an additional 45 minute hold which was required to resolve a question concerning interpretation of booster hydraulic system data. The launch window opened at 09:03:00 hours Eastern Daylight Time. The vehicle was launched o on a flight azimuth of 105°. The Titan boost phase of flight was satisfactory. Solid Motor operation, Stage I and Stage II operation were normal. Venting of the Centaur Standard Shroud during ascent was successful and shroud separation and jettison was accomplished without incident. At the completion of the Titan Stage II burn, the Centaur successfully separated from the Titan. At this time, the Centaur main engines were sequenced through the first planned starting cycle but failed to achieve steady state operation. The vehicle flight control system, not sensing vehicle acceleration, commanded engine shutdown, and recycled, as programmed, through a back-up engine start attempt. The second engine start attempt was also unsuccessful. The flight control system then placed the vehicle in a coast-phase mode and the vehicle continued downrange in free fall. The vehicle was destroyed by Range Safety when the impact point was approximately 2200 nautical miles downrange, 12 minutes, 28.5 seconds after liftoff.

S. V. Szabo, Jr.↗

Space tug/shuttle interface compatibility study. Volume 1: Executive summary

Shuttle interfaces required for space tug accommodation are primarily involved with supporting and servicing the tug during launch countdown, flight, and postlanding; deploying and retrieving the tug on orbit; and maintaining control over the tug when it is in or near the orbiter. Each of these interface areas was investigated to determine the best physical and operational method of accomplishing the required functions, with an overriding goal of establishing simple and flexible orbiter interface requirements suitable for tug, tug payloads, IUS and other cargo. It is concluded the orbiter payload accommodations and the MSFC baseline tug are generally interface compatible. Specific minor changes to tug and orbiter interfaces were identified to provide full compatibility. A system concept for supporting and deploying tug from orbiter is described.

Source record↗

Viking mission support

Deep Space Network support for the four Viking spacecraft during October and November 1976 is summarized. The period covers the last portion of the prime mission which officially terminated on 15 November 1976 and the start of the Viking extended mission on that date. November also covered the Mars-Sun-Earth superior conjunction period with the rapid degradation of RF link performance resulting in the tapering off and termination of telemetry data coincident with a rapid increase in radio science experiment activity. The various radio science experiments are described in detail and the computer aided countdown program utilized by the tracking stations during the Viking mission is also described.

Johnston, D. W. H.↗

Design concepts of the Shuttle mission simulator

The Shuttle mission simulator is designed to simulate all phases of the Space Shuttle mission from the last 30 minutes of countdown to launch, ascent, operations in orbit, deorbit, reentry, and landing with full participation by astronaut trainees and the mission control center. This paper reviews the design concepts of the simulator with attention given to the simulation hardware, crew stations, instructor/operator stations, digital computers, flight computer simulation interface device, mission control center interface, visual systems, aural cue system, mathematical modeling, digital computer complex, motion system, and the payload accommodation system.

Bird, J. D.↗

LED instrument approach instruction display

A display employing light emitting diodes (LED's) was developed to demonstrate the feasibility of such displays for presenting landing and navigation information to reduce the workload of general aviation pilots during IFR flight. The display consists of a paper tape reader, digital memory, control electronics, digital latches, and LED alphanumeric displays. A presentable digital countdown clock-timer is included as part of the system to provide a convenient means of monitoring time intervals for precise flight navigation. The system is a limited capability prototype assembled to test pilot reaction to such a device under simulated IFR operation. Pilot opinion indicates that the display is helpful in reducing the IFR pilots workload when used with a runway approach plate. However, the development of a compact, low power second generation display was recommended which could present several instructions simultaneously and provide information update capability. A microprocessor-based display could fulfill these requirements.

Meredith, B. D.↗

EPS analysis of nominal STS-1 flight

The results of electrical power system (EPS) analysis of the planned Shuttle Transportation System Flight 1 mission are presented. The capability of the orbiter EPS to support the planned flight and to provide program tape information and supplementary data specifically requested by the flight operations directorate was assessed. The analysis was accomplished using the orbiter version of the spacecraft electrical power simulator program, operating from a modified version of orbiter electrical equipment utilization baseline revision four. The results indicate that the nominal flight, as analyzed, is within the capabilities of the orbiter power generation system, but that a brief, and minimal, current overload may exist between main distributor 1 and mid power controlled 1, and that inverter 9 may the overloaded for extended periods of time. A comparison of results with launch commit criteria also indicated that some of the presently existing launch redlines may be violated during the terminal countdown.

Wolfgram, D. F.↗

First reusable spaceship prepared for second mission

The inspection, repair, and modification of the space shuttle Columbia prior vehicle assembly and roll out for the second space transportation system flight are described. The schedule for launch countdown and a preliminary sketch of plans for the second flight are presented.

Source record↗

Radiometer Noise-Injection Control

New technique for controlling noise injection in Dicke feedback noise-injection microwave radiometer utilizes digital counter in which noise injection is kept on during countdown interval. Digital portion of loop replaces analog filters used in previous systems.

Stanley, W. D.↗

A method for determining the flight readiness of the integrated Space Shuttle system

The Space Shuttle Dynamic Integrated Test (DIT) system is described. The DIT is an open-loop system which makes no attempt to simulate Shuttle sensors, and by which the Shuttle redundancy management system is left unmodified. Open-loop operation is shown to inherently require less computing capacity during a test than the closed-loop alternative. DIT tests have generated a high degree of confidence in the Shuttle hardware, allowing the identification of such problems as a sluggish main fuel valve, which caused a countdown hold seconds before the simulated T-zero, and Main Engine Controller software malfunctions. Attention is given to the combination and substitution of sensor data, the modification of nominal flight software, and the preparation of simulation data. It is noted that greater performance would have been achieved if the interface with DIT had been a design requirement from the outset of Space Shuttle development.

Bacon, I.↗

Ice/frost/debris assessment for space shuttle Mission STS-32 (61-C)

An Ice/Frost/Debris assessment was conducted for Space Shuttle Mission STS-32 (61-C). This assessment begins with debris inspections of the flight elements and launch facilities before and after launch. Ice/Frost formations are calculated during cryogenic loading of the external tank followed by an on-pad assessment of the Shuttle vehicle and pad at T-3 hours in the countdown. High speed films are reviewed after launch to identify Ice/Frost/Debris sources and investigate potential vehicle damage. The Ice/Frost/Debris conditions and their effects on the Space Shuttle are documented.

Stevenson, Charles G.↗

Flight Motor Set 360L003 (STS-29R)

The redesigned solid rocket motor (RSRM) flight set 360L003 was launched on March 13, 1989 as part of NASA space shuttle mission STS-29R. As was the case with flight sets 360L001 and 360L002 (STS-26R and STS-27R), both motors (360L003A and 360L003B) performed in an excellent manner. Evaluation of the ground environment instrumentation measurements verified thermal model analysis data and showed agreement with predicted environmental effects. The right-hand aft field joint primary heater failed during the countdown; the secondary heater was activated and performed as designed. All other field joint heaters and aft skirt thermal conditioning systems had no anomalies. Shuttle thermal imager infrared readings compared favorably with measured ground environment instrumentation data. No thermal launch commit criteria violations occurred at any time. Evaluation of the development flight instrumentation showed exceptional propulsion performance. All ballistic parameters closely matched the predicted values and were well within the required specification levels. Girth and biaxial strain gage measurements compared closely with corresponding gages on previous flight motors, static tests, and with preflight predictions. Adequate safety factors were verified. (Some ignition transient spiking was noted in a few girth gages; the spiking was determined not to be representative of actual case behavior, but an instrumentation phenomena.) The accelerometers again measured high vibration amplitude levels during the ignition transient and the reentry Max Q phases. Postflight inspection showed that all combustion gas was contained by the insulation in the field and case-to-nozzle joints. No anomalous insulation erosion patterns were found, and the seals that did directly contain motor pressure showed no heat effects, erosion, or blowby. All anomalies identified were a result of splashdown damage, with the exception of fretting in the case field joint interference (nonsealing) surfaces and a prelaunch field joint heater failure. The disposition of all anomalies and the complete results are reported.

Riehr, Glen A.↗

Transient fault behavior in a microprocessor: A case study

An experimental analysis is described which studies the susceptibility of a microprocessor based jet engine controller to upsets caused by current and voltage transients. A design automation environment which allows the run time injection of transients and the tracing from their impact device to the pin level is described. The resulting error data are categorized by the charge levels of the injected transients by location and by their potential to cause logic upsets, latched errors, and pin errors. The results show a 3 picoCouloumb threshold, below which the transients have little impact. An Arithmetic and Logic Unit transient is most likely to result in logic upsets and pin errors (i.e., impact the external environment). The transients in the countdown unit are potentially serious since they can result in latched errors, thus causing latent faults. Suggestions to protect the processor against these errors, by incorporating internal error detection and transient suppression techniques, are also made.

Duba, Patrick↗

Quantitative analysis of ice films by near-infrared spectroscopy

One of the outstanding problems in the Space Transportation System is the possibility of the ice buildup on the external fuel tank surface while it is mounted on the launch pad. During the T-2 hours (and holding) period, the frost/ice thickness on the external tank is monitored/measured. However, after the resumption of the countdown time, the tank surface can only be monitored remotely. Currently, remote sensing is done with a TV camera coupled to a thermal imaging device. This device is capable of identifying the presence of ice, especially if it is covered with a layer of frost. However, it has difficulty identifying transparent ice, and, it is not capable of determining the thickness of ice in any case. Thus, there is a need for developing a technique for measuring the thickness of frost/ice on the tank surface during this two hour period before launch. The external tank surface is flooded with sunlight (natural or simulated) before launch. It may be possible, therefore, to analyze the diffuse reflection of sunlight from the external tank to determine the presence and thickness of ice. The purpose was to investigate the feasibility of this approach. A near-infrared spectrophotometer was used to record spectra of ice. It was determined that the optimum frequencies for monitoring the ice films were 1.03 and 1.255 microns.

Keiser, Joseph T.↗

Flight Set 360L006 STS-34 field joint protection system, thermal protection system, and systems tunnel components, volume 4

The performance of the thermal protection system, field joint protection system, and systems tunnel components of Flight Set 360L006, are documented, as evaluated by postflight hardware inspection. The condition of both motors was similar to previous flights. Sixteen aft edge hits were noted on the ground environment instrumentation thermal protection system. Each hit left a clean substrate, indicating that the damage was caused by nozzle severance debris and/or water impact. No National Space and Transporation System debris criteria for missing thermal protection system were violated. One 5.0 by 1.0 in. unbond was observed on the left hand center field joint K5NA closeout and was elevated to an in-flight anomaly (STS-34-M-4) by the NASA Ice/Debris team. Aft edge damage to the K5NA and an associated black streak indicate that burning debris from the nozzle severance system was the likely cause of the damage. Minor divots caused by debris were seen on previous flights, but this is the first occurrence of a K5NA unbond. Since the unbond occurred after booster separation there is no impact on flight safety and no corrective actions was taken. The right hand center field joint primary heater failed the dielectric withstanding voltage test after joint closeout. The heater was then disabled by opening the circuit breaker, and the redundant heater was used. The redundant heater performed nominally during the launch countdown. A similar condition occurred on Flight 4 when a secondary joint heater failed the dielectric withstanding voltage test.

Wilkinson, J. P.↗

Space Shuttle production verification motor 1 (PV-1) field joint protection system, volume 7

The performance of the field joint protection system (FJPS) of the Space Shuttle Production Verification Motor 1 (PV-1), as evaluated by postfire hardware inspection. Compliance with the specifications is shown for the FJPS assembly and components. The simplified FJPS and field joint heaters performed nominally, maintaining all joint seal temperatures within the required range. One anomally was noted on the igniter-to-case joint heater during postfire inspection. The heater buckled off the surface in two areas, resulting in two hot spots on the heater and darkened heater insulation. The condition did not affect heater performance during ignition countdown and all igniter seals were maintained within required temperature limits.

Wilkinson, J. P.↗