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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 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

On-Orbit Glass Stress Measurement Tool Development

Exposed window surfaces on-orbit are vulnerable to a variety of damage including impacts. These impacts impart stress into the panes and reduce the remaining life of the window. Spacecraft windows are evaluated before and after flight to determine the minimum strength of the glass prior to launch. Currently, no method exists to accurately evaluate the windows on-orbit. An on-orbit optical system is under development to evaluate spacecraft windowpane material for remaining flight life by directly measuring the stress in the glass. This optical system builds on the industry-standard practice of calculating the amount of impact-induced stress through birefringence measurement. In industry, the birefringence is imaged through the pane with a detector and light source on opposite sides. On-orbit, there is only access to one side of the pane. This system has been designed to image birefringence by reflecting the light off the pane to a detector on the same side of the glass. Previous studies have shown a correlation between material stress distribution and the associated K-value. This system is designed to determine low strength areas which can be caused by defects due to impact damage. Glass samples will be imaged and broken in order to correlate impact-induced stress to the fracture strength of the material. Once this correlation is determined, a quantitative assessment of the stress areas in spacecraft windows will occur prior to and during mission operations to reliably determine the overall strength of the glass.

Max J Schneiderman↗
NASA NTRSDate not supplied

Flame Deflector Ablation Analysis based on Artemis 1 Launch Environment

This paper presents the updated ablative analysis methods used to determine Artemis 1 launch load environment on the flame deflector for the design based on Artemis I Assessments. The flame trench under Pad 39B at Kennedy Space Center contains a flame deflector to safely divert the exhaust plume from the SLS rocket during launch. During launch of Artemis I the refurbished flame trench and the new flame deflector experienced peak temperatures of over 2,000 degrees Fahrenheit (over 1,000 degrees Celsius) for several seconds. These extreme conditions caused ablation (material removal) from the steel plates. This paper contains flame deflector heat flux values for design based on Artemis I assessment. Post flight images of the flame deflector are shown along with “Pre vs Post” Flame Deflector scan image to measure the post flight deviations. Using COMSOL, a method to calculate a heat flux value due to measured deviations in the deflector plates caused by ablation is shown.

Artemis I↗
NASA NTRS1990

New methods of determining spacecraft attitude

The IUE spacecraft was launched with prime and redundant mechanical Panoramic Attitude Sensors (PAS) to determine coarse spacecraft pointing. Attitude determination typically took at least 24 hours. After launch both systems failed. A new method was developed which required pointing the spacecraft at the antisolar position. After the failure of the 4th IUE gyro, it was no longer possible to point in the antisolar direction. A second method was developed which utilizes IUE's ability to track the sun with a solid state two-dimensional sun sensor. Attitude determination can now be completed in several hours. An hour is required for coarse position measurement and several more hours are needed, using a small 15 arc minute square finder camera, for final attitude confirmation. These methods should be of use for other spacecraft where weight is critical or there is a desire to avoid mechanical devices.

Pitts, R.↗
DOE OSTI2025

"Soft" Catching high velocity projectiles and targets

In order to perform post mortem analysis on materials launched in gas guns and powder guns, various methods have been explored to soft catch these materials. The majority of the deformation profile must be from the initial impact during the experiment, not from the subsequent impact with the energy absorption material in the catch tank. This process becomes increasingly more difficult with increased velocities. This report explores a method to soft catch materials launched at velocities 3000 $\frac{m}{s}$.

42 ENGINEERING↗
NASA NTRS2000

An Assessment of the Ozone Loss During the 1999-2000 SOLVE Campaign

Ozone observations from ozonesondes, the DIAL and AROTEL lidars aboard the DC-8, in situ ozone measurements from the ER-2 and satellite ozone measurements from POAM were used to assess ozone loss during the SOLVE 1999-2000 campaign. We compare three different methods of computing the ozone loss. The first method simply compares the time sequence of ozonesondes taken at the same station inside the vortex from December through the end of March. In the second method, ozonesondes from a variety of stations are compared using a variant on the Match technique. This method uses short (approx. 5-10 day) forward diabatic trajectories to connect various sonde launches. In the third method, the measurements are simply injected into a diabatic trajectory model and carried forward in time from December 1 to March 16. Over 60,000 individual measurements were used in the last calculation. Again, ozone loss is estimated by comparing vortex interior measurements made early in the campaign with those made later in the campaign. The diabatic nature of the second and third methods calculation presumably corrects for the normal increase in ozone within the vortex due to downward advection. The three methods agree that the largest ozone loss occurs between 400 and 460 K potential temperatures (approx. 16-20 km) with slightly over 1.5 ppmv lost over the winter period. Between 460 K and 500 K (approx. 22 km) net ozone loss is less than 0.8 ppmv. From 500K to 600K (26 km) net loss is less than 0.5 ppmv.

Schoeberl, M. R.↗
DOE OSTI2016

On-Orbit Ephemeris Determination with Radio Doppler Validation

Multiple CubeSats are often released from the same host spacecraft into virtually the same orbit at nearly the same time. A satellite team needs the ability to identify and track its own satellites as soon as possible. However, this can be a difficult and confusing task with a large number of satellites. Los Alamos National Laboratory encountered this issue during a launch of LANL-designed CubeSats that were released with more than 20 other objects. A simple radio Doppler method used shortly after launch by the Los Alamos team to select its satellites of interest from the list of available tracked ephemerides is described. This method can also be used for automated real time ephemeris validation. For future efforts, each LANL-designed CubeSat will automatically perform orbit determination from the position, velocity, and covariance estimates provided by an added on-board GPS receiver. This self-determined ephemeris will be automatically downlinked by ground stations for mission planning, antenna tracking, Doppler-pre-correction, etc. A simple algorithm based on established theory and well suited for embedded on-board processing is presented. The trades examined in selecting the algorithm components and data formats are briefly discussed, as is the expected performance.

Dallmann, Nicholas↗
NASA NTRS2004

Rapid Ascent Simulation at NASA-MSFC

The Environmental Test Facility (ETF), located at NASA-Marshall Space Flight Center, Huntsville, Alabama, has provided thermal vacuum testing for several major programs since the 1960's. The ETF consists of over 13 thermal vacuum chambers sized and configured to handle the majority of test payloads. The majority of tests require a hard vacuum with heating and cryogenics. NASA's Return-to-Flight program requested testing to simulate a launch from the ground to flight using vacuum, heating and cryogenics. This paper describes an effective method for simulating a launch.

Sisco, Jimmy D.↗
DOE OSTI2025

Rocket Launch Detection with Smartphone Audio and Transfer Learning

Rocket launches generate infrasound signatures that have been detected at great distances. Due to the sparsity of the networks that have made these detections, however, most signals are detected tens of minutes to hours after the rocket launch. In this work, a method of near-real-time detection of rocket launches using data from a network of smartphones located 10–70 km from launch sites is presented. A machine learning model is trained and tested on the open-access Aggregated Smartphone Timeseries of Rocket-generated Acoustics (ASTRA), Smartphone High-explosive Audio Recordings Dataset (SHAReD), and ESC-50 datasets, resulting in a final accuracy of 97% and a false positive rate of <1%. The performance and behavior of the model are summarized, and its suitability for persistent monitoring applications is discussed.

acoustics↗
NASA NTRS2011

Space Shuttle Day-of-Launch Trajectory Design Operations

A top priority of any launch vehicle is to insert as much mass into the desired orbit as possible. This requirement must be traded against vehicle capability in terms of dynamic control, thermal constraints, and structural margins. The vehicle is certified to specific structural limits which will yield certain performance characteristics of mass to orbit. Some limits cannot be certified generically and must be checked with each mission design. The most sensitive limits require an assessment on the day-of-launch. To further minimize vehicle loads while maximizing vehicle performance, a day-of-launch trajectory can be designed. This design is optimized according to that day s wind and atmospheric conditions, which increase the probability of launch. The day-of-launch trajectory design and verification process is critical to the vehicle s safety. The Day-Of-Launch I-Load Update (DOLILU) is the process by which the National Aeronautics and Space Administration's (NASA) Space Shuttle Program tailors the vehicle steering commands to fit that day s environmental conditions and then rigorously verifies the integrated vehicle trajectory s loads, controls, and performance. This process has been successfully used for almost twenty years and shares many of the same elements with other launch vehicles that execute a day-of-launch trajectory design or day-of-launch trajectory verification. Weather balloon data is gathered at the launch site and transmitted to the Johnson Space Center s Mission Control. The vehicle s first stage trajectory is then adjusted to the measured wind and atmosphere data. The resultant trajectory must satisfy loads and controls constraints. Additionally, these assessments statistically protect for non-observed dispersions. One such dispersion is the change in the wind from the last measured balloon to launch time. This process is started in the hours before launch and is repeated several times as the launch count proceeds. Should the trajectory design not meet all constraint criteria, Shuttle would be No-Go for launch. This Shuttle methodology is very similar to other unmanned launch vehicles. By extension, this method would likely be employed for any future NASA launch vehicle. This paper will review the Shuttle s day-of-launch trajectory optimization and verification operations as an example of a more generic application of day-of-launch design and validation. With Shuttle s retirement, it is fitting to document the current state of this critical process and capture lessons learned to benefit current and future launch vehicle endeavors.

Harrington, Brian E.↗
NASA NTRS2003

Cardiovascular effects of anti-G suit and cooling garment during space shuttle re-entry and landing

BACKGROUND: Many cardiovascular changes associated with spaceflight reduce the ability of the cardiovascular system to oppose gravity on return to Earth, leaving astronauts susceptible to orthostatic hypotension during re-entry and landing. Consequently, an anti-G suit was developed to protect arterial pressure during re-entry. A liquid cooling garment (LCG) was then needed to alleviate the thermal stress resulting from use of the launch and entry suit. METHODS: We studied 34 astronauts on 22 flights (4-16 d). Subjects were studied 10 d before launch and on landing day. Preflight, crewmembers were suited with their anti-G suits set to the intended inflation for re-entry. Three consecutive measurements of heart rate and arterial pressure were obtained while seated and then again while standing. Three subjects who inflated the anti-G suits also donned the LCG for landing. Arterial pressure and heart rate were measured every 5 min during the de-orbit maneuver, through maximum G-loading (max-G) and touch down (TD). After TD, crew-members again initiated three seated measurements followed by three standing measurements. RESULTS: Astronauts with inflated anti-G suits had higher arterial pressure than those who did not have inflated anti-G suits during re-entry and landing (133.1 +/- 2.5/76.1 +/- 2.1 vs. 128.3 +/- 4.2/79.3 +/- 2.9, de-orbit; 157.3 +/- 4.5/102.1 +/- 3.6 vs. 145.2 +/- 10.5/95.7 + 5.5, max-G; 159.6 +/- 3.9/103.7 +/- 3.3 vs. 134.1 +/- 5.1/85.7 +/- 3.1, TD). In the group with inflated anti-G suits, those who also wore the LCG exhibited significantly lower heart rates than those who did not (75.7 +/- 11.5 vs. 86.5 +/- 6.2, de-orbit; 79.5 +/- 24.8 vs. 112.1 +/- 8.7, max-G; 84.7 +/- 8.0 vs. 110.5 +/- 7.9, TD). CONCLUSIONS: The anti-G suit is effective in supporting arterial pressure. The addition of the LCG lowers heart rate during re-entry.

NASA Center JSC↗
NASA NTRS2004

Model implementation for dynamic computation of system cost for advanced life support

Life support system designs for long-duration space missions have a multitude of requirements drivers, such as mission objectives, political considerations, cost, crew wellness, inherent mission attributes, as well as many other influences. Evaluation of requirements satisfaction can be difficult, particularly at an early stage of mission design. Because launch cost is a critical factor and relatively easy to quantify, it is a point of focus in early mission design. The method used to determine launch cost influences the accuracy of the estimate. This paper discusses the appropriateness of dynamic mission simulation in estimating the launch cost of a life support system. This paper also provides an abbreviated example of a dynamic simulation life support model and possible ways in which such a model might be utilized for design improvement. c2004 COSPAR. Published by Elsevier Ltd. All rights reserved.

NASA Discipline Life Support Systems↗
NASA NTRS1980

A survey of load methodologies for shuttle orbiter payloads

Loads methods currently being used to design shuttle orbiter payloads are summarized. Methods used for the design of payloads launched by expendable launch vehicles are described in historical perspective. Experiences gained from expendable launch vehicle payloads are used to develop methodologies for the space shuttle orbiter payloads. The objectives for the development of a new methodology for the shuttle payloads are to reduce the cost and schedule for the payload load analysis by decoupling the payload analysis from the launch vehicle to the maximum extent possible. Methods are described for payload member load estimation or obtaining upper bounds for dynamic loads, as well as load prediction or calculating actual transient member load time histories.

Chen, J. C.↗
NASA NTRS1986

Calibration of satellite sensors after launch

A simple and accurate method for the postflight calibration of satellite Visible Infrared Spin-Scan Radiometers (VISSR) is presented, and the results of inflight testing are reported. The calibration source for the VISSR with its effective wavelength of 610 nm is the radiance of sunlight, measured in calibrated reflectance units, scattered by the atmospheric gas above ocean which is far from land. Only the lowest 20 percent of the full-scale VISSR response is calibrated. VISSR testing aboard two geostationary operational evironmental satellites between 1980 and 1983 showed significant calibration coefficient variations of only + or - 12 percent and + or - 2 percent. Good agreement was found between values of aerosol optical thickness measured by VISSR and those measured from the ground.

Fraser, R. S.↗
NASA NTRS1961

Calculation of Wind Compensation for Launching of Unguided Rockets

A method for calculating wind compensation for unguided missiles s derived which has a greater degree of flexibility than the previously proposed methods. Utilization of the wind-compensation technique is demonstrated by using the Shotput vehicle as a model. Postflight simulations of four of these missiles with the use of measured winds show that if the winds are known, very good accuracy can be obtained by using the proposed method.

James, Robert L., Jr.↗
NASA NTRSDate not supplied

Quality Control Methods of Tower Data at Kennedy Space Center’s Launch Complex 39-B and the USAF Cape Canaveral 500 Foot Tower

The National Aeronautics and Space Administration (NASA) has long used meteorological data from weather towers located at Kennedy Space Center (KSC) and the United States Air Force’s Eastern Range(ER) in support of their various launch vehicles and climate studies. Some of the most valuable data is gathered at the Launch Complex 39-B (LC39-B) and the 500 foot tower located approximately two miles west of LC39-B and three miles north of the Vehicle Assembly Building (VAB). The data from LC39-B gives NASA Space Launch System (SLS) engineers valuable insight into the weather the vehicle can expect at the pad, while the 500 foot tower has a longer period of record and has been used by the Shuttle and SLS programs. However, numerous data quality (DQ) control issues have arisen when utilizing this data for analysis. In addition, instrumentation tends to deteriorate faster than normal due to the corrosive nature of the high salt content in the air. NASA’s Natural Environments branch has developed several QC databases of these towers, but these studies were for fixed periods of records. EV44 identified a need for a continually updated and QC’ed database of tower data not only to provide along term QC’ed database for vehicle and climate analyses, but also to provide the capability to investigate recent weather events such as downbursts and other high wind events. This study follows the methods developed in prior Natural Environment QC tower databases, which includes variable specific QC thresholds and checks used to generate QC flags. However, this study developed new techniques such as the development and design of the graphical user interface (GUI) for manual verification, and the creation of the final monthly QC files.

Quality Control↗
NASA NTRS2006

Inspection Of Spray On Foam Insulation (SOFI) Using and Microwave and Millimeter Wave Synthetic Aperture Focusing and Holography

The Space Shuttle Columbia's catastrophic failure is thought to have been caused by a dislodged piece of external tank spray on foam insulation (SOFI) striking the left wing of the orbiter causing significant damage to some of the reinforced carbon/carbon leading edge wing panels [1]. Microwave and millimeter wave nondestructive evaluation methods have shown great potential for inspecting SOFI for the purpose of detecting anomalies such as small air voids that may cause separation of the SOFI from the external tank during a launch [2,3]. These methods are capable of producing relatively high-resolution images of the interior of SOFI. Although effective, there are some advantages in using synthetic focusing methods as opposed to real focusing methods such as reduced probe size, the ability to determine depth from multiple views, and the ability to slice images due to sufficient range resolution. To this end, synthetic aperture focusing techniques (SAFT) were first pursued for this purpose and later wide-band microwave holography was implemented [4-7]. This paper presents the results of this investigation using frequency domain synthetic aperture focusing technique (FD-SAFT) and wide-band microwave holography methods illustrating their potential capabilities for inspecting the space shuttle's SOFI at millimeter wave frequencies.

Hepburn, F. L.↗