Female Moth Calling and Flight Behavior Are Altered Hours Following Pheromone Autodetection: Possible Implications for Practical Management with Mating Disruption.

PubMed

Stelinski, Lukasz; Holdcraft, Robert; Rodriguez-Saona, Cesar

2014-06-19

Female moths are known to detect their own sex pheromone-a phenomenon called "autodetection". Autodetection has various effects on female moth behavior, including altering natural circadian rhythm of calling behavior, inducing flight, and in some cases causing aggregations of conspecifics. A proposed hypothesis for the possible evolutionary benefits of autodetection is its possible role as a spacing mechanism to reduce female-female competition. Here, we explore autodetection in two species of tortricids (Grapholita molesta (Busck) and Choristoneura rosaceana (Harris)). We find that females of both species not only "autodetect," but that learning (change in behavior following experience) occurs, which affects behavior for at least 24 hours after pheromone pre-exposure. Specifically, female calling in both species is advanced at least 24 hours, but not 5 days, following pheromone pre-exposure. Also, the propensity of female moths to initiate flight and the duration of flights, as quantified by a laboratory flight mill, were advanced in pre-exposed females as compared with controls. Pheromone pre-exposure did not affect the proportion of mated moths when they were confined with males in small enclosures over 24 hours in laboratory assays. We discuss the possible implications of these results with respect to management of these known pest species with the use of pheromone-based mating disruption.

KSC-04PD-0003

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- Sharon Edney, with Dynamac Corp., checks the growth of radishes being grown hydroponically for study in the Space Life Sciences Lab. The 100,000 square-foot facility houses labs for NASAs ongoing research efforts, microbiology/microbial ecology studies and analytical chemistry labs. Also calling the new lab home are facilities for space flight-experiment and flight-hardware development, new plant growth chambers, and an Orbiter Environment Simulator that will be used to conduct ground control experiments in simulated flight conditions for space flight experiments. The SLS Lab, formerly known as the Space Experiment Research and Processing Laboratory or SERPL, provides space for NASAs Life Sciences Services contractor Dynamac Corporation, Bionetics Corporation, and researchers from the University of Florida. NASAs Office of Biological and Physical Research will use the facility for processing life sciences experiments that will be conducted on the International Space Station. The SLS Lab is the magnet facility for the International Space Research Park at KSC being developed in partnership with Florida Space Authority.

KSC-04PD-0007

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- In the Space Life Sciences (SLS) Lab, Jan Bauer, with Dynamac Corp., places samples of onion tissue in the elemental analyzer, which analyzes for carbon, hydrogen, nitrogen and sulfur. The 100,000 square-foot SLS houses labs for NASAs ongoing research efforts, microbiology/microbial ecology studies and analytical chemistry labs. Also calling the new lab home are facilities for space flight-experiment and flight-hardware development, new plant growth chambers, and an Orbiter Environment Simulator that will be used to conduct ground control experiments in simulated flight conditions for space flight experiments. The SLS Lab, formerly known as the Space Experiment Research and Processing Laboratory or SERPL, provides space for NASAs Life Sciences Services contractor Dynamac Corporation, Bionetics Corporation, and researchers from the University of Florida. NASAs Office of Biological and Physical Research will use the facility for processing life sciences experiments that will be conducted on the International Space Station. The SLS Lab is the magnet facility for the International Space Research Park at KSC being developed in partnership with Florida Space Authority.

KSC-04PD-0002

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- Sharon Edney, with Dynamac Corp., checks the roots of green onions being grown hydroponically for study in the Space Life Sciences Lab. The 100,000 square-foot facility houses labs for NASAs ongoing research efforts, microbiology/microbial ecology studies and analytical chemistry labs. Also calling the new lab home are facilities for space flight-experiment and flight-hardware development, new plant growth chambers, and an Orbiter Environment Simulator that will be used to conduct ground control experiments in simulated flight conditions for space flight experiments. The SLS Lab, formerly known as the Space Experiment Research and Processing Laboratory or SERPL, provides space for NASAs Life Sciences Services contractor Dynamac Corporation, Bionetics Corporation, and researchers from the University of Florida. NASAs Office of Biological and Physical Research will use the facility for processing life sciences experiments that will be conducted on the International Space Station. The SLS Lab is the magnet facility for the International Space Research Park at KSC being developed in partnership with Florida Space Authority.

KSC-04PD-0001

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- Sharon Edney, with Dynamac Corp., measures photosynthesis on Bibb lettuce being grown hydroponically for study in the Space Life Sciences Lab. The 100,000 square-foot facility houses labs for NASAs ongoing research efforts, microbiology/microbial ecology studies and analytical chemistry labs. Also calling the new lab home are facilities for space flight-experiment and flight-hardware development, new plant growth chambers, and an Orbiter Environment Simulator that will be used to conduct ground control experiments in simulated flight conditions for space flight experiments. The SLS Lab, formerly known as the Space Experiment Research and Processing Laboratory or SERPL, provides space for NASAs Life Sciences Services contractor Dynamac Corporation, Bionetics Corporation, and researchers from the University of Florida. NASAs Office of Biological and Physical Research will use the facility for processing life sciences experiments that will be conducted on the International Space Station. The SLS Lab is the magnet facility for the International Space Research Park at KSC being developed in partnership with Florida Space Authority.

Echolocating Big Brown Bats, Eptesicus fuscus, Modulate Pulse Intervals to Overcome Range Ambiguity in Cluttered Surroundings

PubMed Central

Wheeler, Alyssa R.; Fulton, Kara A.; Gaudette, Jason E.; Simmons, Ryan A.; Matsuo, Ikuo; Simmons, James A.

2016-01-01

Big brown bats (Eptesicus fuscus) emit trains of brief, wideband frequency-modulated (FM) echolocation sounds and use echoes of these sounds to orient, find insects, and guide flight through vegetation. They are observed to emit sounds that alternate between short and long inter-pulse intervals (IPIs), forming sonar sound groups. The occurrence of these strobe groups has been linked to flight in cluttered acoustic environments, but how exactly bats use sonar sound groups to orient and navigate is still a mystery. Here, the production of sound groups during clutter navigation was examined. Controlled flight experiments were conducted where the proximity of the nearest obstacles was systematically decreased while the extended scene was kept constant. Four bats flew along a corridor of varying widths (100, 70, and 40 cm) bounded by rows of vertically hanging plastic chains while in-flight echolocation calls were recorded. Bats shortened their IPIs for more rapid spatial sampling and also grouped their sounds more tightly when flying in narrower corridors. Bats emitted echolocation calls with progressively shorter IPIs over the course of a flight, and began their flights by emitting shorter starting IPI calls when clutter was denser. The percentage of sound groups containing 3 or more calls increased with increasing clutter proximity. Moreover, IPI sequences having internal structure become more pronounced when corridor width narrows. A novel metric for analyzing the temporal organization of sound sequences was developed, and the results indicate that the time interval between echolocation calls depends heavily on the preceding time interval. The occurrence of specific IPI patterns were dependent upon clutter, which suggests that sonar sound grouping may be an adaptive strategy for coping with pulse-echo ambiguity in cluttered surroundings. PMID:27445723

STS-77 Flight Day 10

NASA Technical Reports Server (NTRS)

1996-01-01

On this tenth day of the STS-77 mission, the flight crew, Cmdr. John H. Casper, Pilot Curtis L. Brown, Jr., and Mission Specialists Andrew S.W. Thomas, Ph.D., Daniel W. Bursch, Mario Runco, Jr., and Marc Garneau, Ph.D., perform a routine check of the shuttle's flight control surfaces and reaction control system jets, wrap up work with a number of scientific investigations, and begin securing the cabin for the trip back to Earth. Most experiments aboard the shuttle have been completed and stowed away, although a few will operate throughout the night and be deactivated once the crew wakes. Crew members Andy Thomas, a native of Australia, and Marc Garneau, a Canadian, each receive special greetings today as STS-77 nears its end. South Australia Premier Dean Brown called Thomas with congratulations early this morning as the shuttle passed above Brown's office in Adelaide, Australia, Thomas' hometown. Later, Canadian Prime Minister Jean Chretien called Garneau to congratulate him on the mission and the joint Canadian Space Agency and NASA experiments that were conducted.

Mass Measurement - Skylab Student Experiment ED-74

NASA Technical Reports Server (NTRS)

1973-01-01

Vincent W. Converse of Rockford, Illinois proposed Skylab's student experiment ED-74, Mass Measurement, to measure mass in a weightless environment. This chart describes Converse's experiment. Mass is the quantity of matter in any object. The gravitational force between an object and the Earth is called weight, which is a result of the Earth's gravity acting upon the object's mass. Even though objects in Skylab were apparently weightless, their mass properties were unchanged. Measurement of mass is therefore an acceptable alternative to measurement of weight. The devices used in this experiment provided accurate mass measurements of the astronauts' weights, intakes, and body wastes throughout the missions. In March 1972, NASA and the National Science Teachers Association selected 25 experiment proposals for flight on Skylab. Science advisors from the Marshall Space Flight Center aided and assisted the students in developing the proposals for flight on Skylab.

Skylab

NASA Image and Video Library

1973-01-01

Vincent W. Converse of Rockford, Illinois proposed Skylab's student experiment ED-74, Mass Measurement, to measure mass in a weightless environment. This chart describes Converse's experiment. Mass is the quantity of matter in any object. The gravitational force between an object and the Earth is called weight, which is a result of the Earth's gravity acting upon the object's mass. Even though objects in Skylab were apparently weightless, their mass properties were unchanged. Measurement of mass is therefore an acceptable alternative to measurement of weight. The devices used in this experiment provided accurate mass measurements of the astronauts' weights, intakes, and body wastes throughout the missions. In March 1972, NASA and the National Science Teachers Association selected 25 experiment proposals for flight on Skylab. Science advisors from the Marshall Space Flight Center aided and assisted the students in developing the proposals for flight on Skylab.

Cytoplasmic Streaming - Skylab Student Experiment ED-63

NASA Technical Reports Server (NTRS)

1973-01-01

This chart describes the Skylab student experiment (ED-63), Cytoplasmic Streaming, proposed by Cheryl A. Peitz of Arapahoe High School, Littleton, Colorado. Experiment ED-63 was to observe the effect of zero-gravity on cytoplasmic streaming in the aquatic plant named Elodea, commonly called water weed or water thyme. The phenomenon of cytoplasmic streaming is not well understood, but it is recognized as the circulation mechanism of the internal materials or cytoplasm of a cell. Cytoplasm is a gelatinous substance that has the ability to change its viscosity and flow, carrying various cell materials with it. The activity can be stimulated by sunlight or heat. In March 1972, NASA and the National Science Teachers Association selected 25 experiment proposals for flight on Skylab. Science advisors from the Marshall Space Flight Center aided and assisted the students in developing the proposals for flight on Skylab.

Controlled Impact Demonstration instrumented test dummies installed in plane

NASA Technical Reports Server (NTRS)

1984-01-01

In this photograph are seen some of dummies in the passenger cabin of the B-720 aircraft. NASA Langley Research Center instrumented a large portion of the aircraft and the dummies for loads in a crashworthiness research program. In 1984 NASA Dryden Flight Research Facility and the Federal Aviation Adimistration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID). The test involved crashing a Boeing 720 aircraft with four JT3C-7 engines burning a mixture of standard fuel with an additive called Anti-misting Kerosene (AMK) designed to supress fire. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

BRIC - Brown works with middeck experiment

NASA Image and Video Library

1997-08-12

S85-E-5058 (12 August 1997) --- Astronaut Curtis L. Brown, Jr., commander, performs operations with an experiment called Biological Research in Canisters (BRIC) operations on the mid-deck of the Space Shuttle Discovery during flight day six. The photograph was taken with the Electronic Still Camera (ESC).

Variable Sweep Transition Flight Experiment (VSTFE): Unified Stability System (USS). Description and Users' Manual

NASA Technical Reports Server (NTRS)

Rozendaal, Rodger A.; Behbehani, Roxanna

1990-01-01

NASA initiated the Variable Sweep Transition Flight Experiment (VSTFE) to establish a boundary layer transition database for laminar flow wing design. For this experiment, full-span upper surface gloves were fitted to a variable sweep F-14 aircraft. The development of an improved laminar boundary layer stability analysis system called the Unified Stability System (USS) is documented and results of its use on the VSTFE flight data are shown. The USS consists of eight computer codes. The theoretical background of the system is described, as is the input, output, and usage hints. The USS is capable of analyzing boundary layer stability over a wide range of disturbance frequencies and orientations, making it possible to use different philosophies in calculating the growth of disturbances on sweptwings.

Flight Test Experiment Design for Characterizing Stability and Control of Hypersonic Vehicles

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

2008-01-01

A maneuver design method that is particularly well-suited for determining the stability and control characteristics of hypersonic vehicles is described in detail. Analytical properties of the maneuver design are explained. The importance of these analytical properties for maximizing information content in flight data is discussed, along with practical implementation issues. Results from flight tests of the X-43A hypersonic research vehicle (also called Hyper-X) are used to demonstrate the excellent modeling results obtained using this maneuver design approach. A detailed design procedure for generating the maneuvers is given to allow application to other flight test programs.

GPS-based precision orbit determination - A Topex flight experiment

NASA Technical Reports Server (NTRS)

Melbourne, William G.; Davis, Edgar S.

1988-01-01

Plans for a Topex/Poseiden flight experiment to test the accuracy of using GPS data for precision orbit determination of earth satellites are presented. It is expected that the GPS-based precision orbit determination will provide subdecimeter accuracies in the radial component of the Topex orbit when the extant gravity model is tuned for wavelengths longer than about 1000 kms. The concept, design, flight receiver, antenna system, ground processing, and data processing of GPS are examined. Also, an accurate quasi-geometric orbit determination approach called nondynamic or reduced dynamic tracking which relies on the use of the pseudorange and the carrier phase measurements to reduce orbit errors arising from mismodeled dynamics is discussed.

Bob McCall signs the Centennial of Flight mural in the artist's studio in Paradise Valley, Arizona.

NASA Image and Video Library

2003-06-05

Artist Bob McCall signs the Centennial of Flight Mural in his Paradise Valley, Arizona Studio. The mural was created to celebrate the achievements of Wilbur and Orville Wright and to commemorate a century of powered flight. Many of the epic flights represented in the painting took place in the skies over NASA Dryden Flight Research Center. An equally important goal of this celebration is to encourage the values that have characterized 100 years of aviation history: ingenuity, inventiveness, persistence, creativity and courage. These values hold true not just for pioneers of flight, but also for all pioneers of invention and innovation, and they will remain an important part of America's future. "Celebrating One Hundred Years of Powered Flight, 1903-2003", documents many significant achievements in aeronautics and space flight from the dawn of powered flight to the present. Historic aircraft and spacecraft serve as the backdrop, highlighting six figures representing the human element that made these milestones possible. These figures stand, symbolically supported by the words of Wilbur Wright, "It is my belief that flight is possible…" The quote was taken from a letter written to his father on September 3rd, 1900, announcing Wilbur's intention to make "some experiments with a flying machine" at Kitty Hawk, North Carolina. "This year, Bob is helping us commemorate the Centennial of Flight with a beautiful mural slated for placement in our Dryden Flight Research Center that documents the history of flight from the Wright Flyer to the International Space Station. We should all take note, I think, that in the grand scheme of things, one hundred years is a very short period of time. In that blink of an eye we've gone from Kitty Hawk to Tranquility Base and now look forward to our rovers traversing the surface of Mars. Despite the challenges we face, the future we envision, like the future depicted in the artwork of Bob McCall, is a future of boundless possibility. "

KSC-04PD-0008

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- In the Space Life Sciences (SLS) Lab, Jan Bauer, with Dynamac Corp., weighs samples of onion tissue for processing in the elemental analyzer behind it. The equipment analyzes for carbon, hydrogen, nitrogen and sulfur. The 100,000 square-foot SLS houses labs for NASAs ongoing research efforts, microbiology/microbial ecology studies and analytical chemistry labs. Also calling the new lab home are facilities for space flight-experiment and flight-hardware development, new plant growth chambers, and an Orbiter Environment Simulator that will be used to conduct ground control experiments in simulated flight conditions for space flight experiments. The SLS Lab, formerly known as the Space Experiment Research and Processing Laboratory or SERPL, provides space for NASAs Life Sciences Services contractor Dynamac Corporation, Bionetics Corporation, and researchers from the University of Florida. NASAs Office of Biological and Physical Research will use the facility for processing life sciences experiments that will be conducted on the International Space Station. The SLS Lab is the magnet facility for the International Space Research Park at KSC being developed in partnership with Florida Space Authority.

KSC-04PD-0005

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- Lanfang Levine, with Dynamac Corp., helps install new equipment for gas chromatography and mass spectrometry in the Space Life Sciences Lab. The equipment will enable analysis of volatile compounds, such as from plants. The 100,000 square-foot facility houses labs for NASAs ongoing research efforts, microbiology/microbial ecology studies and analytical chemistry labs. Also calling the new lab home are facilities for space flight-experiment and flight-hardware development, new plant growth chambers, and an Orbiter Environment Simulator that will be used to conduct ground control experiments in simulated flight conditions for space flight experiments. The SLS Lab, formerly known as the Space Experiment Research and Processing Laboratory or SERPL, provides space for NASAs Life Sciences Services contractor Dynamac Corporation, Bionetics Corporation, and researchers from the University of Florida. NASAs Office of Biological and Physical Research will use the facility for processing life sciences experiments that will be conducted on the International Space Station. The SLS Lab is the magnet facility for the International Space Research Park at KSC being developed in partnership with Florida Space Authority.

STARS: a software application for the EBEX autonomous daytime star cameras

NASA Astrophysics Data System (ADS)

Chapman, Daniel; Didier, Joy; Hanany, Shaul; Hillbrand, Seth; Limon, Michele; Miller, Amber; Reichborn-Kjennerud, Britt; Tucker, Greg; Vinokurov, Yury

2014-07-01

The E and B Experiment (EBEX) is a balloon-borne telescope designed to probe polarization signals in the CMB resulting from primordial gravitational waves, gravitational lensing, and Galactic dust emission. EBEX completed an 11 day flight over Antarctica in January 2013 and data analysis is underway. EBEX employs two star cameras to achieve its real-time and post-flight pointing requirements. We wrote a software application called STARS to operate, command, and collect data from each of the star cameras, and to interface them with the main flight computer. We paid special attention to make the software robust against potential in-flight failures. We report on the implementation, testing, and successful in flight performance of STARS.

Influence of atmospheric properties on detection of wood-warbler nocturnal flight calls

NASA Astrophysics Data System (ADS)

Horton, Kyle G.; Stepanian, Phillip M.; Wainwright, Charlotte E.; Tegeler, Amy K.

2015-10-01

Avian migration monitoring can take on many forms; however, monitoring active nocturnal migration of land birds is limited to a few techniques. Avian nocturnal flight calls are currently the only method for describing migrant composition at the species level. However, as this method develops, more information is needed to understand the sources of variation in call detection. Additionally, few studies examine how detection probabilities differ under varying atmospheric conditions. We use nocturnal flight call recordings from captive individuals to explore the dependence of flight call detection on atmospheric temperature and humidity. Height or distance from origin had the largest influence on call detection, while temperature and humidity also influenced detectability at higher altitudes. Because flight call detection varies with both atmospheric conditions and flight height, improved monitoring across time and space will require correction for these factors to generate standardized metrics of songbird migration.

Development of a test and flight engineering oriented language, phase 3

NASA Technical Reports Server (NTRS)

Kamsler, W. F.; Case, C. W.; Kinney, E. L.; Gyure, J.

1970-01-01

Based on an analysis of previously developed test oriented languages and a study of test language requirements, a high order language was designed to enable test and flight engineers to checkout and operate the proposed space shuttle and other NASA vehicles and experiments. The language is called ALOFT (a language oriented to flight engineering and testing). The language is described, its terminology is compared to similar terms in other test languages, and its features and utilization are discussed. The appendix provides the specifications for ALOFT.

Astronaut William McArthur talks to students on earth using SAREX

NASA Technical Reports Server (NTRS)

1993-01-01

From the flight deck of the Earth-orbiting Space Shuttle Columbia, astronaut William S. McArthur talks to students on Earth. The mission specialist's activity was part of the Shuttle Amateur Radio Experiment (SAREX) which serves to enlighten students around the world on the topic of space travel. McArthur (call letters KC5ACR) is one of three licensed amateur radio operators on the seven-member flight.

Evaluation of Risk Management Strategies for a Low-Cost, High-Risk Project

NASA Technical Reports Server (NTRS)

Shishko, Robert; Jorgensen, Edward J.

1996-01-01

This paper summarizes work in progress to define and implement a risk management process tailored to a low-cost, high-risk, NASA mission -the Microrover Flight Experiment (MFEX, commonly called the Mars microrover).

The Deep Impact Network Experiment Operations Center

NASA Technical Reports Server (NTRS)

Torgerson, J. Leigh; Clare, Loren; Wang, Shin-Ywan

2009-01-01

Delay/Disruption Tolerant Networking (DTN) promises solutions in solving space communications challenges arising from disconnections as orbiters lose line-of-sight with landers, long propagation delays over interplanetary links, and other phenomena. DTN has been identified as the basis for the future NASA space communications network backbone, and international standardization is progressing through both the Consultative Committee for Space Data Systems (CCSDS) and the Internet Engineering Task Force (IETF). JPL has developed an implementation of the DTN architecture, called the Interplanetary Overlay Network (ION). ION is specifically implemented for space use, including design for use in a real-time operating system environment and high processing efficiency. In order to raise the Technology Readiness Level of ION, the first deep space flight demonstration of DTN is underway, using the Deep Impact (DI) spacecraft. Called the Deep Impact Network (DINET), operations are planned for Fall 2008. An essential component of the DINET project is the Experiment Operations Center (EOC), which will generate and receive the test communications traffic as well as "out-of-DTN band" command and control of the DTN experiment, store DTN flight test information in a database, provide display systems for monitoring DTN operations status and statistics (e.g., bundle throughput), and support query and analyses of the data collected. This paper describes the DINET EOC and its value in the DTN flight experiment and potential for further DTN testing.

The SR-71 Test Bed Aircraft: A Facility for High-Speed Flight Research

NASA Technical Reports Server (NTRS)

Corda, Stephen; Moes, Timothy R.; Mizukami, Masashi; Hass, Neal E.; Jones, Daniel; Monaghan, Richard C.; Ray, Ronald J.; Jarvis, Michele L.; Palumbo, Nathan

2000-01-01

The SR-71 test bed aircraft is shown to be a unique platform to flight-test large experiments to supersonic Mach numbers. The test bed hardware mounted on the SR-71 upper fuselage is described. This test bed hardware is composed of a fairing structure called the "canoe" and a large "reflection plane" flat plate for mounting experiments. Total experiment weights, including the canoe and reflection plane, as heavy as 14,500 lb can be mounted on the aircraft and flight-tested to speeds as fast as Mach 3.2 and altitudes as high as 80,000 ft. A brief description of the SR-71 aircraft is given, including details of the structural modifications to the fuselage, modifications to the J58 engines to provide increased thrust, and the addition of a research instrumentation system. Information is presented based on flight data that describes the SR-71 test bed aerodynamics, stability and control, structural and thermal loads, the canoe internal environment, and reflection plane flow quality. Guidelines for designing SR-71 test bed experiments are also provided.

CID Aircraft slap-down

NASA Technical Reports Server (NTRS)

1984-01-01

In this photograph the B-720 is seen during the moments of initial impact. The left wing is digging into the lakebed while the aircraft continues sliding towards wing openers. In 1984 NASA Dryden Flight Research Facility and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID). The test involved crashing a Boeing 720 aircraft with four JT3C-7 engines burning a mixture of standard fuel with an additive, Anti-misting Kerosene (AMK), designed to supress fire. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

Test of phi(sup 2) model predictions near the (sup 3)He liquid-gas critical point

NASA Technical Reports Server (NTRS)

Barmatz, M.; Zhong, F.; Hahn, I.

2000-01-01

NASA is supporting the development of an experiment called MISTE (Microgravity Scaling Theory Experiment) for future International Space Station mission. The main objective of this flight experiment is to perform in-situ PVT, heat capacity at constant volume, C(sub v) and chi(sub tau), measurements in the asymptotic region near the (sup 3)He liquid-gas critical point.

KSC-04PD-0006

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- In the Space Life Sciences Lab, Lanfang Levine, with Dynamac Corp., transfers material into a sample bottle for analysis. She is standing in front of new equipment in the lab that will provide gas chromatography and mass spectrometry. The equipment will enable analysis of volatile compounds, such as from plants. The 100,000 square-foot facility houses labs for NASAs ongoing research efforts, microbiology/microbial ecology studies and analytical chemistry labs. Also calling the new lab home are facilities for space flight-experiment and flight-hardware development, new plant growth chambers, and an Orbiter Environment Simulator that will be used to conduct ground control experiments in simulated flight conditions for space flight experiments. The SLS Lab, formerly known as the Space Experiment Research and Processing Laboratory or SERPL, provides space for NASAs Life Sciences Services contractor Dynamac Corporation, Bionetics Corporation, and researchers from the University of Florida. NASAs Office of Biological and Physical Research will use the facility for processing life sciences experiments that will be conducted on the International Space Station. The SLS Lab is the magnet facility for the International Space Research Park at KSC being developed in partnership with Florida Space Authority.

Global electrodynamics from superpressure balloons

NASA Technical Reports Server (NTRS)

Holzworth, R. H.; Hu, H.

1995-01-01

Electric field and conductivity measurements in the stratosphere between November 1992 and March 1993 have been made using superpressure balloons in the southern hemisphere. Over 400 payload-days of data have been made during a record setting experiment called ELBBO (Extended Life Balloon Borne Observatories). This experiment resulted in 4 flights aloft simultaneously for over 2 months including one flight which lasted over 4 months. Electrodynamical coupling between the atmosphere and ionosphere is studied using the measured electric fields, and a simple empirical model of the stratospheric conductivity. Altitude profiles of conductivity have been obtained from several superpressure balloon flights using the large end-of-flight altitude swings on the last few days of each flight (as the balloon begins to loose superpressure). Coupling between the fields and atmospheric inertial waves has been observed. Effects and dynamics of the global circuit suggest that standard models are missing significant phenomena. Large scale ionospheric convection activity has been studied from the polar cap to the middle latitudes. Cusp latitude fields have been continuously measured for many days in a row.

Flight Data Analysis of HyShot 2

NASA Technical Reports Server (NTRS)

Hass, Neal E.; Smart, Michael K.; Paull, Alan

2005-01-01

The development of scramjet propulsion for alternative launch and payload delivery capabilities has comprised largely of ground experiments for the last 40 years. With the goal of validating the use of short duration ground test facilities, the University of Queensland, supported by a large international contingency, devised a ballistic re-entry vehicle experiment called HyShot to achieve supersonic combustion in flight above Mach 7.5. It consisted of a double wedge intake and two back-to-back constant area combustors; one supplied with hydrogen fuel at an equivalence ratio of 0.33 and the other un-fueled. Following a first launch failure on October 30th 2001, the University of Queensland conducted a successful second launch on July 30th, 2002. Post-flight data analysis of the second launch confirmed the presence of supersonic combustion during the approximately 3 second test window at altitudes between 35 and 29 km. Reasonable correlation between flight and some pre-flight shock tunnel tests was observed.

The FASES instrument development and experiment preparation for the ISS

NASA Astrophysics Data System (ADS)

Picker, Gerold; Gollinger, Klaus; Greger, Ralf; Dettmann, Jan; Winter, Josef; Dewandre, Thierry; Castiglione, Luigi; Vincent-Bonnieu, Sebastien; Liggieri, Libero; Clausse, Daniele; Antoni, Mickael

The FASES experiments target the investigation of the stability of emulsions. The main objec-tives are the study of the surfactant adsorption at the liquid / liquid interfaces, the interaction of the droplets as well as the behaviour of the liquid film between nearby drops. Particular focus is given to the dynamic droplet evolution during emulsion destabilisation. The results of the experiments shall support development of methods for the modelling of droplet size distri-butions, which are important to many industries using stable emulsions like food production, cosmetics and pharmaceutics or unstable emulsions as required for applications in waste water treatment or crude oil recovery. The development of the experimental instrumentation was initiated in 2002. The flight instru-ment hardware development was started in 2004 and finally the flight unit was completed in 2009. Currently the final flight preparation is proceeding targeting a launch to the International Space Station (ISS) with Progress 39P in September 2010. The experiment setup of the instrument is accommodated in a box type insert called Experiment Container (EC), which will be installed in the Fluid Science Laboratory part of the European Columbus module of the ISS. The EC is composed of two diagnostics instruments for the investigation of transparent and opaque liquid emulsion. The transparent emulsions will be subject to the experiment called "Investigations on drop/drop interactions in Transparent Emulsions" (ITEM). The opaque emulsion samples will be studied in the experiment called "Investigations on concentrated or opaque Emulsions and on Phase Inversions" (EMPI). The thermal conditioning unit (TCU) allows performing homogeneous thermalization, tem-perature sweeps, emulsion preparation by stirrer, and optical diagnostics with a scanning mi-croscope. The objective of the instrument is the 3D reconstruction of the emulsion droplet distribution in the liquid matrix in terms of the droplet sizes, location and their time depen-dent evolution. The TCU will be used for the stability experiment ITEM-S and the droplet freezing experiment ITEM-F. The Differential Scanning Calorimeter (DSC) will give an information about the evolution of the emulsion through the droplet size distribution and the dispersion state of the droplets within the emulsion during a controlled temperature sweep by measuring the latent heat of droplet freezing and melting during the EMPI experiments. For this purpose the calorimeter is equipped with a reference sample filled with a pure liquid matrix and a similar measurement sample filled with the specific emulsion under investigation. The differential heat flux between measurement sample and reference sample is measured with a sensitive heat flux sensor. Each instrument is serviced by a robotic sample stowage system, which accommodates in total 44 different ITEM and EMPI emulsion samples each filled with a specific composition of the emulsion. Currently the flight preparation is ongoing with particular focus on the preparation of the emulsion flight sample set and the instrument's operating parameters. The FASES flight instrument was developed by ASTRIUM Space Transportation Germany with support of RUAG Aerospace Wallisellen under ESA / ESTEC contract. The science team of FASES is supported by ESA/ESTEC (Microgravity Application Programme, AO99-052).

Disruption Tolerant Networking Flight Validation Experiment on NASA's EPOXI Mission

NASA Technical Reports Server (NTRS)

Wyatt, Jay; Burleigh, Scott; Jones, Ross; Torgerson, Leigh; Wissler, Steve

2009-01-01

In October and November of 2008, the Jet Propulsion Laboratory installed and tested essential elements of Delay/Disruption Tolerant Networking (DTN) technology on the Deep Impact spacecraft. This experiment, called Deep Impact Network Experiment (DINET), was performed in close cooperation with the EPOXI project which has responsibility for the spacecraft. During DINET some 300 images were transmitted from the JPL nodes to the spacecraft. Then they were automatically forwarded from the spacecraft back to the JPL nodes, exercising DTN's bundle origination, transmission, acquisition, dynamic route computation, congestion control, prioritization, custody transfer, and automatic retransmission procedures, both on the spacecraft and on the ground, over a period of 27 days. All transmitted bundles were successfully received, without corruption. The DINET experiment demonstrated DTN readiness for operational use in space missions. This activity was part of a larger NASA space DTN development program to mature DTN to flight readiness for a wide variety of mission types by the end of 2011. This paper describes the DTN protocols, the flight demo implementation, validation metrics which were created for the experiment, and validation results.

On the attitude control and flight result of winged reentry test vehicle

NASA Astrophysics Data System (ADS)

Kawaguchi, Jun'ichiro; Inatani, Yoshifumi; Yonemoto, Koichi; Hinada, Motoki

The Institute of Space and Astronautical Science (ISAS) has been studying the unmanned winged space vehicle HIMES (HIghly Maneuverable Engineering Space vehicle) for a decade and successfully carried out sub-sonic Gliding Flight Experiments several years ago, which was followed by Reentry Flight Experiment, utilizing so called 'Rockoon' method, in September of 1988, which failed due to the unexpected burst of the balloon. ISAS conducted it again making use of refined 'Rockoon' scheme in February of 1992. In spite of its small bulk property, it was equipped with not only a reaction control system (RCS) but a surface control system (SCS) capability as well, which enabled it to make a successful flight under both vacuum and atmospheric circumstances. The highest Mach number exceeded 3.5 and the highest altitude was a bit lower to 67 km. Switching from reaction control to surface control was one of the essential engineering interests in the flight like this. Supersonic autonomous flight control with high angle of attack was also what should be established through this, since in general it inevitably carries inherent lateral instability. A flight test this time revealed those features and characteristics quite well. This paper deals with the attitude control strategy with three-axis Motion Simulation Test as well as the flight results.

Pediatric emergencies on a US-based commercial airline.

PubMed

Moore, Brian R; Ping, Jennifer M; Claypool, David W

2005-11-01

The purpose of this investigation was to determine the incidence and character of pediatric emergencies on a US-based commercial airline and to evaluate current in-flight medical kits. In-flight consultations to a major US airline by a member of our staff are recorded in an institutional database. In this observational retrospective review, the database was queried for consultations for all passengers up to 18 years old between January 1, 1995, and December 31, 2002. Consultations were reviewed for type of emergency, use of the medical kit, and unscheduled landings. Two hundred twenty-two pediatric consultations were identified, representing 1 pediatric call per 20,775 flights. The mean age of patients was 6.8 years. Fifty-three emergencies were preflight calls, and 169 were in-flight pediatric consultations. The most common in-flight consultations concerned infectious disease (45 calls, 27%), neurological (25 calls, 15%), and respiratory tract (22 calls, 13%) emergencies. The emergency medical kit was used for 60 emergencies. Nineteen consultations (11%) resulted in flight diversions (1/240,000 flights), most commonly because of in-flight neurological (9) and respiratory tract (5) emergencies. International flights had a higher incidence than domestic flights of consultations and diversions for pediatric emergencies. The most common in-flight pediatric emergencies involved infectious diseases and neurological and respiratory tract problems. Emergency medical kits should be expanded to include pediatric medications.

The TOFp/pVPD time-of-flight system for STAR

NASA Astrophysics Data System (ADS)

Llope, W. J.; Geurts, F.; Mitchell, J. W.; Liu, Z.; Adams, N.; Eppley, G.; Keane, D.; Li, J.; Liu, F.; Liu, L.; Mutchler, G. S.; Nussbaum, T.; Bonner, B.; Sappenfield, P.; Zhang, B.; Zhang, W.-M.

2004-04-01

A time-of-flight system was constructed for the STAR Experiment for the direct identification of hadrons produced in 197Au+ 197Au collisions at RHIC. The system consists of two separate detector subsystems, one called the Pseudo Vertex Position Detector (pVPD, the "start" detector) and the other called the Time of Flight Patch (TOFp, the "stop" detector). Each detector is based on conventional scintillator/phototube technology and includes custom high-performance front-end electronics and a common CAMAC-based digitization and read-out. The design of the system and its performance during the 2001 RHIC run will be described. The start resolution attained by the pVPD was 24 ps, implying a pVPD single-detector resolution of 58 ps. The total time resolution of the system averaged over all detector channels was 87 ps, allowing direct π/ K/ p discrimination for momenta up to ˜1.8 GeV/ c, and direct ( π+ K)/ p discrimination up to ˜3 GeV/ c.

Preliminary Results of NASA's First Autonomous Formation Flying Experiment: Earth Observing-1 (EO-1)

NASA Technical Reports Server (NTRS)

Folta, David; Hawkins, Albin

2001-01-01

NASA's first autonomous formation flying mission is completing a primary goal of demonstrating an advanced technology called enhanced formation flying. To enable this technology, the Guidance, Navigation, and Control center at the Goddard Space Flight Center has implemented an autonomous universal three-axis formation flying algorithm in executive flight code onboard the New Millennium Program's (NMP) Earth Observing-1 (EO-1) spacecraft. This paper describes the mathematical background of the autonomous formation flying algorithm and the onboard design and presents the preliminary validation results of this unique system. Results from functionality assessment and autonomous maneuver control are presented as comparisons between the onboard EO-1 operational autonomous control system called AutoCon(tm), its ground-based predecessor, and a stand-alone algorithm.

Finite-Element Analysis of a Mach-8 Flight Test Article Using Nonlinear Contact Elements

NASA Technical Reports Server (NTRS)

Richards, W. Lance

1997-01-01

A flight test article, called a glove, is required for a Mach-8 boundary-layer experiment to be conducted on a flight mission of the air-launched Pegasus(reg) space booster. The glove is required to provide a smooth, three-dimensional, structurally stable, aerodynamic surface and includes instrumentation to determine when and where boundary-layer transition occurs during the hypersonic flight trajectory. A restraint mechanism has been invented to attach the glove to the wing of the space booster. The restraint mechanism securely attaches the glove to the wing in directions normal to the wing/glove interface surface, but allows the glove to thermally expand and contract to alleviate stresses in directions parallel to the interface surface. A finite-element analysis has been performed using nonlinear contact elements to model the complex behavior of the sliding restraint mechanism. This paper provides an overview of the glove design and presents details of the analysis that were essential to demonstrate the flight worthiness of the wing-glove test article. Results show that all glove components are well within the allowable stress and deformation requirements to satisfy the objectives of the flight research experiment.

Introduction: Prediction of F-16XL Flight Flow Physics

NASA Technical Reports Server (NTRS)

Lamar, John E.

2009-01-01

This special section is the result of fruitful endeavors by an international group of researchers in industry, government laboratories and university-led efforts to improve the technology readiness level of their CFD solvers through comparisons with flight data collected on the F-16XL-1 aircraft at a variety of test conditions. These 1996 flight data were documented and detailed the flight-flow physics of this aircraft through surface tufts and pressures, boundary-layer rakes and skin-friction measurements. The flight project was called the Cranked Wing Aerodynamics Project (CAWAP), due to its leading-edge sweep crank (70 degrees inboard, 50 degrees outboard), and served as a basis for the International comparisons to be made, called CAWAPI. This highly focused effort was one of two vortical flow studies facilitated by the NATO Research and Technology Organization through its Applied Vehicle Panel with a title of Understanding and Modeling Vortical Flows to Improve the Technology Readiness Level for Military Aircraft. It was given a task group number of AVT-113 and had an official start date of Spring 2003. The companion part of this task group dealt with fundamentals of vortical flow from both an experimental and numerical perspective on an analytically describable 65 degree delta-wing model for which much surface pressure data had already been measured at NASA Langley Research Center at a variety of Mach and Reynolds numbers and is called the Vortex Flow Experiment - 2 (VFE-2). These two parts or facets helped one another in understanding the predictions and data that had been or were being collected.

Distress Calls of a Fast-Flying Bat (Molossus molossus) Provoke Inspection Flights but Not Cooperative Mobbing

PubMed Central

Carter, Gerald; Schoeppler, Diana; Manthey, Marie; Knörnschild, Mirjam; Denzinger, Annette

2015-01-01

Many birds and mammals produce distress calls when captured. Bats often approach speakers playing conspecific distress calls, which has led to the hypothesis that bat distress calls promote cooperative mobbing. An alternative explanation is that approaching bats are selfishly assessing predation risk. Previous playback studies on bat distress calls involved species with highly maneuverable flight, capable of making close passes and tight circles around speakers, which can look like mobbing. We broadcast distress calls recorded from the velvety free-tailed bat, Molossus molossus, a fast-flying aerial-hawker with relatively poor maneuverability. Based on their flight behavior, we predicted that, in response to distress call playbacks, M. molossus would make individual passing inspection flights but would not approach in groups or approach within a meter of the distress call source. By recording responses via ultrasonic recording and infrared video, we found that M. molossus, and to a lesser extent Saccopteryx bilineata, made more flight passes during distress call playbacks compared to noise. However, only the more maneuverable S. bilineata made close approaches to the speaker, and we found no evidence of mobbing in groups. Instead, our findings are consistent with the hypothesis that single bats approached distress calls simply to investigate the situation. These results suggest that approaches by bats to distress calls should not suffice as clear evidence for mobbing. PMID:26353118

Distress Calls of a Fast-Flying Bat (Molossus molossus) Provoke Inspection Flights but Not Cooperative Mobbing.

PubMed

Carter, Gerald; Schoeppler, Diana; Manthey, Marie; Knörnschild, Mirjam; Denzinger, Annette

2015-01-01

Many birds and mammals produce distress calls when captured. Bats often approach speakers playing conspecific distress calls, which has led to the hypothesis that bat distress calls promote cooperative mobbing. An alternative explanation is that approaching bats are selfishly assessing predation risk. Previous playback studies on bat distress calls involved species with highly maneuverable flight, capable of making close passes and tight circles around speakers, which can look like mobbing. We broadcast distress calls recorded from the velvety free-tailed bat, Molossus molossus, a fast-flying aerial-hawker with relatively poor maneuverability. Based on their flight behavior, we predicted that, in response to distress call playbacks, M. molossus would make individual passing inspection flights but would not approach in groups or approach within a meter of the distress call source. By recording responses via ultrasonic recording and infrared video, we found that M. molossus, and to a lesser extent Saccopteryx bilineata, made more flight passes during distress call playbacks compared to noise. However, only the more maneuverable S. bilineata made close approaches to the speaker, and we found no evidence of mobbing in groups. Instead, our findings are consistent with the hypothesis that single bats approached distress calls simply to investigate the situation. These results suggest that approaches by bats to distress calls should not suffice as clear evidence for mobbing.

Advances in the Remote Monitoring of Balloon Flights

NASA Astrophysics Data System (ADS)

Breeding, S.

At the National Scientific Balloon Facility (NSBF), we must staff the Long Duration Balloon (LDB) control center 24 hours a day during LDB flights. This requires three daily shifts of two operators (balloon control and tdrss scheduling). In addition to this we also have one engineer on-call as LDB Lead to resolve technical issues and one manager on-call for flight management. These on-call periods are typically 48 to 72 hours in length. In the past the on-call staff had to travel to the LDB control center in order to monitor the status of a flight in any detail. This becomes problematic as flight durations push out beyond 20 to 30 day lengths, as these staff members are not available for business travel during these periods. This paper describes recent advances which allow for the remote monitoring of scientific balloon flight ground station computer displays. This allows balloon flight managers and lead engineers to check flight status and performance from any location with a network or telephone connection. This capability frees key personnel from the NSBF base during flights. It also allows other interested parties to check on the flight status at their convenience.

Crew Factors in Flight Operations. 8; A Survey of Fatigue Factors in Corporate/Executive A Viation Operations

NASA Technical Reports Server (NTRS)

Rosekind, Mark R.; Co, Elizabeth L.; Gregory, Kevin B.; Miller, Donna L.

2000-01-01

Corporate flight crews face unique challenges including unscheduled flights, quickly changing schedules, extended duty days, long waits, time zone changes, and peripheral tasks. Most corporate operations are regulated by Part 91 FARs which set no flight or duty time limits. The objective of this study was to identify operationally significant factors that may influence fatigue, alertness, and performance in corporate operations. In collaboration with the National Business Aircraft Association and the Flight Safety Foundation, NASA developed and distributed a retrospective survey comprising 107 questions addressing demographics, home sleep habits, flight experience, duty schedules, fatigue during operations, and work environment. Corporate crewmembers returned 1,488 surveys. Respondents averaged 45.2 years of age, had 14.9 years of corporate flying experience, and 9,750 total flight hours. The majority (89%) rated themselves as 'good' or 'very good' sleepers at home. Most (82%) indicated they are subject to call for duty and described an average duty day of 9.9 h. About two-thirds reported having a daily duty time limit and over half (57%) reported a daily flight time limit. Nearly three-quarters (71%) acknowledged having 'nodded off' during a flight. Only 21% reported that their flight departments offer training on fatigue issues. Almost three-quarters (74%) described fatigue as a 'moderate' or 'serious' concern, and a majority (61%) characterized it as a common occurrence. Most (85%) identified fatigue as a 'moderate' or 'serious' safety issue.

CCM-C,Collins checks the middeck experiment

NASA Image and Video Library

1999-07-24

S93-E-5016 (23 July 1999) --- Astronaut Eileen M. Collins, mission commander, checks on an experiment on Columbia's middeck during Flight Day 1 activity. The experiment is called the Cell Culture Model, Configuration C. Objectives of it are to validate cell culture models for muscle, bone and endothelial cell biochemical and functional loss induced by microgravity stress; to evaluate cytoskeleton, metabolism, membrane integrity and protease activity in target cells; and to test tissue loss pharmaceuticals for efficacy. The photo was recorded with an electronic still camera (ESC).

STS-87 Day 07 Highlights

NASA Technical Reports Server (NTRS)

1997-01-01

On this seventh day of the STS-87 mission, the flight crew, Cmdr. Kevin R. Kregel, Pilot Steven W. Lindsey, Mission Specialists Winston E. Scott, Kalpana Chawla, and Takao Doi, and Payload Specialist Leonid K. Kadenyuk turn their attention to a variety of experiments inside the Shuttle's cabin. These experiments include the processing of several samples of materials in the glovebox facility in Columbia's middeck; the experiment called PEP, which involves heating samples and then recording the mixture as it resolidifies; and the study of plant growth in space.

Is There a Doctor Onboard? Medical Emergencies at 40,000 Feet.

PubMed

Donner, Howard J

2017-05-01

It is estimated 2.75 billion people travel aboard commercial airlines every year and 44,000 in-flight medical emergencies occur worldwide each year. Wilderness medicine requires a commonsense and improvisational approach to medical issues. A sudden call for assistance in the austere and unfamiliar surroundings of an airliner cabin may present the responding medical professional with a "wilderness medicine" experience. From resource management to equipment, this article sheds light on the unique conditions, challenges, and constraints of the flight environment. Copyright © 2017 Elsevier Inc. All rights reserved.

MSFC shuttle lightning research

NASA Technical Reports Server (NTRS)

Vaughan, Otha H., Jr.

1993-01-01

The shuttle mesoscale lightning experiment (MLE), flown on earlier shuttle flights, and most recently flown on the following space transportation systems (STS's), STS-31, -32, -35, -37, -38, -40, -41, and -48, has continued to focus on obtaining additional quantitative measurements of lightning characteristics and to create a data base for use in demonstrating observation simulations for future spaceborne lightning mapping systems. These flights are also providing design criteria data for the design of a proposed shuttle MLE-type lightning research instrument called mesoscale lightning observational sensors (MELOS), which are currently under development here at MSFC.

Expertise and responsibility effects on pilots' reactions to flight deck alerts in a simulator.

PubMed

Zheng, Yiyuan; Lu, Yanyu; Yang, Zheng; Fu, Shan

2014-11-01

Flight deck alerts provide system malfunction information designed to lead corresponding pilot reactions aimed at guaranteeing flight safety. This study examined the roles of expertise and flight responsibility and their relationship to pilots' reactions to flight deck alerts. There were 17 pilots composing 12 flight crews that were assigned into pairs according to flight hours and responsibilities. The experiment included 9 flight scenarios and was carried out in a CRJ-200 flight simulator. Pilot performance was recorded by a wide angle video camera, and four kinds of reactions to alerts were defined for analysis. Pilots tended to have immediate reactions to uninterrupted cautions, with a turning off rate as high as 75%. However, this rate decreased sharply when pilots encountered interrupted cautions and warnings; they also exhibited many wrong reactions to warnings. Pilots with more expertise had more reactions to uninterrupted cautions than those with less expertise, both as pilot flying and pilot monitoring. Meanwhile, the pilot monitoring, regardless of level of expertise, exhibited more reactions than the pilot flying. In addition, more experienced pilots were more likely to have wrong reactions to warnings while acting as the monitoring pilot. These results suggest that both expertise and flight responsibility influence pilots' reactions to alerts. Considering crew pairing strategy, when a pilot flying is a less experienced pilot, a more experience pilot is suggested to be the monitoring pilot. The results of this study have implications for understanding pilots' behaviors to flight deck alerts, calling for specialized training and design of approach alarms on the flight deck.

Decades of Data: Extracting Trends from Microgravity Crystallization History

NASA Technical Reports Server (NTRS)

Judge, Russell A.; Snell, Edward H.; Kephart, Richard; vanderWoerd, Mark; Curreri, Peter A. (Technical Monitor)

2002-01-01

The reduced acceleration environment of an orbiting spacecraft has been posited as an ideal environment for biological crystal growth since buoyancy driven convection and sedimentation are greatly reduced. Since the first sounding rocket flight in 1981 many crystallization experiments have flown with some showing improvement and others not. To further explore macromolecule crystal improvement in microgravity we have accumulated data from published reports and reports submitted by individual investigators to NASA, forming a database called BIOSEArCH (Biological Space Experiment Archive of Crystallization History). To date it contains information from 63 missions including, the Space Shuttle program, unmanned satellites, the Russian Space Station MIR and sounding rocket experiments, containing reports for more than 736 macromolecule experiments. While it is not at this point in time a comprehensive record of all flight crystallization experimental results, there is however sufficient information for emerging trends to be identified. These trends will be highlighted.

The MISSE-9 Polymers and Composites Experiment Being Flown on the MISSE-Flight Facility

NASA Technical Reports Server (NTRS)

De Groh, Kim K.; Banks, Bruce A.

2017-01-01

Materials on the exterior of spacecraft in low Earth orbit (LEO) are subject to extremely harsh environmental conditions, including various forms of radiation (cosmic rays, ultraviolet, x-ray, and charged particle radiation), micrometeoroids and orbital debris, temperature extremes, thermal cycling, and atomic oxygen (AO). These environmental exposures can result in erosion, embrittlement and optical property degradation of susceptible materials, threatening spacecraft performance and durability. To increase our understanding of space environmental effects such as AO erosion and radiation induced embrittlement of spacecraft materials, NASA Glenn has developed a series of experiments flown as part of the Materials International Space Station Experiment (MISSE) missions on the exterior of the International Space Station (ISS). These experiments have provided critical LEO space environment durability data such as AO erosion yield values for many materials and mechanical properties changes after long term space exposure. In continuing these studies, a new Glenn experiment has been proposed, and accepted, for flight on the new MISSE-Flight Facility (MISSE-FF). This experiment is called the Polymers and Composites Experiment and it will be flown as part of the MISSE-9 mission, the inaugural mission of MISSE-FF. Figure 1 provides an artist rendition of MISSE-FF ISS external platform. The MISSE-FF is manifested for launch on SpaceX-13.

Cooperative quantum-behaved particle swarm optimization with dynamic varying search areas and Lévy flight disturbance.

PubMed

Li, Desheng

2014-01-01

This paper proposes a novel variant of cooperative quantum-behaved particle swarm optimization (CQPSO) algorithm with two mechanisms to reduce the search space and avoid the stagnation, called CQPSO-DVSA-LFD. One mechanism is called Dynamic Varying Search Area (DVSA), which takes charge of limiting the ranges of particles' activity into a reduced area. On the other hand, in order to escape the local optima, Lévy flights are used to generate the stochastic disturbance in the movement of particles. To test the performance of CQPSO-DVSA-LFD, numerical experiments are conducted to compare the proposed algorithm with different variants of PSO. According to the experimental results, the proposed method performs better than other variants of PSO on both benchmark test functions and the combinatorial optimization issue, that is, the job-shop scheduling problem.

Cosmonaut Sergei Krikalev uses SAREX gear to talk to school children

NASA Technical Reports Server (NTRS)

1994-01-01

On the Space Shuttle Discovery's aft flight deck, Russian Cosmonaut Sergei K. Krikalev prepares for one chore while performing another. Using the Shuttle amateur raio experiment (SAREX) gear, the mission specialist was talking with students in Maine. He holds a camcorder, which was later called into action to record inflight activities.

Artists Bob and Louise McCall in their studio in Paradise Valley, Arizona.

NASA Image and Video Library

2003-06-05

Artists Bob and Louise McCall in their Paradise Valley, Arizona studio, in front of "Celebrating One Hundred Years of Powered Flight 1903-2003." The mural was created to celebrate the achievements of Wilbur and Orville Wright and to commemorate a century of powered flight. Many of the epic flights represented in the painting took place in the skies over NASA Dryden Flight Research Center. An equally important goal of this celebration is to encourage the values that have characterized 100 years of aviation history: ingenuity, inventiveness, persistence, creativity and courage. These values hold true not just for pioneers of flight, but also for all pioneers of invention and innovation, and they will remain an important part of America's future. "Celebrating One Hundred Years of Powered Flight, 1903-2003", documents many significant achievements in aeronautics and space flight from the dawn of powered flight to the present. Historic aircraft and spacecraft serve as the backdrop, highlighting six figures representing the human element that made these milestones possible. These figures stand, symbolically supported by the words of Wilbur Wright, "It is my belief that flight is possible…" The quote was taken from a letter written to his father on September 3rd, 1900, announcing Wilbur's intention to make "some experiments with a flying machine" at Kitty Hawk, North Carolina. "This year, Bob is helping us commemorate the Centennial of Flight with a beautiful mural slated for placement in our Dryden Flight Research Center that documents the history of flight from the Wright Flyer to the International Space Station. We should all take note, I think, that in the grand scheme of things, one hundred years is a very short period of time. In that blink of an eye we've gone from Kitty Hawk to Tranquility Base and now look forward to our rovers traversing the surface of Mars. Despite the challenges we face, the future we envision, like the future depicted in the artwork of Bo

Modal Survey Test of the SOTV 2X3 Meter Off-Axis Inflatable Concentrator

NASA Technical Reports Server (NTRS)

Engberg, Robert C.; Lassiter, John O.; McGee, Jennie K.

2000-01-01

NASA's Marshall Space Flight Center has had several projects involving inflatable space structures. Projects in solar thermal propulsion have had the most involvement, primarily inflatable concentrators. A flight project called Shooting Star Experiment initiated the first detailed design, analysis and testing effort involving an inflatable concentrator that supported a Fresnel lens. The lens was to concentrate the sun's rays to provide an extremely large heat transfer for an experimental solar propulsion engine. Since the conclusion of this experiment, research and development activities for solar propulsion at Marshall Space Flight Center have continued both in the solar propulsion engine technology as well as inflatable space structures. Experience gained in conducting modal survey tests of inflatable structures for the Shooting Star Experiment has been used by dynamic test engineers at Marshall Space Flight Center to conduct a modal survey test on a Solar Orbital Transfer Vehicle (SOTV) off-axis inflatable concentrator. This paper describes how both previously learned test methods and new test methods that address the unique test requirements for inflatable structures were used. Effects of the inherent nonlinear response of the inflatable concentrator on test methods and test results are noted as well. Nine analytical mode shapes were successfully correlated to test mode shapes. The paper concludes with several "lessons learned" applicable to future dynamics testing and shows how Marshall Space Flight Center has utilized traditional and new methods for modal survey testing of inflatable space structures.

MISSE PEACE Polymers Atomic Oxygen Erosion Results

NASA Technical Reports Server (NTRS)

deGroh, Kim, K.; Banks, Bruce A.; McCarthy, Catherine E.; Rucker, Rochelle N.; Roberts, Lily M.; Berger, Lauren A.

2006-01-01

Forty-one different polymer samples, collectively called the Polymer Erosion and Contamination Experiment (PEACE) Polymers, have been exposed to the low Earth orbit (LEO) environment on the exterior of the International Space Station (ISS) for nearly 4 years as part of Materials International Space Station Experiment 2 (MISSE 2). The objective of the PEACE Polymers experiment was to determine the atomic oxygen erosion yield of a wide variety of polymeric materials after long term exposure to the space environment. The polymers range from those commonly used for spacecraft applications, such as Teflon (DuPont) FEP, to more recently developed polymers, such as high temperature polyimide PMR (polymerization of monomer reactants). Additional polymers were included to explore erosion yield dependence upon chemical composition. The MISSE PEACE Polymers experiment was flown in MISSE Passive Experiment Carrier 2 (PEC 2), tray 1, on the exterior of the ISS Quest Airlock and was exposed to atomic oxygen along with solar and charged particle radiation. MISSE 2 was successfully retrieved during a space walk on July 30, 2005, during Discovery s STS-114 Return to Flight mission. Details on the specific polymers flown, flight sample fabrication, pre-flight and post-flight characterization techniques, and atomic oxygen fluence calculations are discussed along with a summary of the atomic oxygen erosion yield results. The MISSE 2 PEACE Polymers experiment is unique because it has the widest variety of polymers flown in LEO for a long duration and provides extremely valuable erosion yield data for spacecraft design purposes.

Flight Experiment Investigation of General Aviation Self-Separation and Sequencing Tasks

NASA Technical Reports Server (NTRS)

Murdoch, Jennifer L.; Ramiscal, Ermin R.; McNabb, Jennifer L.; Bussink, Frank J. L.

2005-01-01

A new flight operations concept called Small Aircraft Transportation System (SATS) Higher Volume Operations (HVO) was developed to increase capacity during Instrument Meteorological Conditions (IMC) at non-towered, non-radar airports by enabling concurrent operations of multiple aircraft. One aspect of this concept involves having pilots safely self-separate from other aircraft during approaches into these airports using appropriate SATS HVO procedures. A flight experiment was conducted to determine if instrument-rated general aviation (GA) pilots could self-separate and sequence their ownship aircraft, while following a simulated aircraft, into a non-towered, non-radar airport during simulated IMC. Six GA pilots' workload levels and abilities to perform self-separation and sequencing procedures while flying a global positioning system (GPS) instrument approach procedure were examined. The results showed that the evaluation pilots maintained at least the minimum specified separation between their ownship aircraft and simulated traffic and maintained their assigned landing sequence 100-percent of the time. Neither flight path deviations nor subjective workload assessments were negatively impacted by the additional tasks of self-separating and sequencing during these instrument approaches.

Utilizing HDTV as Data for Space Flight

NASA Technical Reports Server (NTRS)

Grubbs, Rodney; Lindblom, Walt

2006-01-01

In the aftermath of the Space Shuttle Columbia accident February 1, 2003, the Columbia Accident Investigation Board recognized the need for better video data from launch, on-orbit, and landing to assess the status and safety of the shuttle orbiter fleet. The board called on NASA to improve its imagery assets and update the Agency s methods for analyzing video. This paper will feature details of several projects implemented prior to the return to flight of the Space Shuttle, including an airborne HDTV imaging system called the WB-57 Ascent Video Experiment, use of true 60 Hz progressive scan HDTV for ground and airborne HDTV camera systems, and the decision to utilize a wavelet compression system for recording. This paper will include results of compression testing, imagery from the launch of STS-114, and details of how commercial components were utilized to image the shuttle launch from an aircraft flying at 400 knots at 60,000 feet altitude. The paper will conclude with a review of future plans to expand on the upgrades made prior to return to flight.

Miles Discusses Experiment With NASA Personnel

NASA Technical Reports Server (NTRS)

1972-01-01

Lexington, Massachusetts high school student, Judith Miles, discusses her proposed Skylab experiment with Keith Demorest (right) and Henry Floyd, both of Marshall Space Flight Center (MSFC). In her experiment, called the 'Web Formation in Zero Gravity', called for spiders to be released into a box and their actions recorded to determine how well they adapt to the absence of gravity. Spiders are known to adapt quickly to other changes in the environment but nothing was known of their ability to adapt to weightlessness. At the same time spiders were weaving webs in Earth orbit, similar spiders were spinning webs in identical boxes on Earth under full gravity conditions. Miles was among the 25 winners of a contest in which some 3,500 high school students proposed experiments for the following year's Skylab Mission. Of the 25 students, 6 did not see their experiments conducted on Skylab because the experiments were not compatible with Skylab hardware and timelines. Of the 19 remaining, 11 experiments required the manufacture of equipment.

Geographical variation of St. Lucia Parrot flight vocalizations

USGS Publications Warehouse

Kleeman, Patrick M.; Gilardi, James D.

2005-01-01

Parrots are vocal learners and many species of parrots are capable of learning new calls, even as adults. This capability gives parrots the potential to develop communication systems that can vary dramatically over space. St. Lucia Parrot (Amazona versicolor) flight vocalizations were examined for geographic variation between four different sites on the island of St. Lucia. Spectrographic cross-correlation analysis of a commonly used flight vocalization, the p-chow call, demonstrated quantitative differences between sites. Additionally, the similarity of p-chows decreased as the distance between sites increased. Flight call repertoires also differed among sites; parrots at the Des Bottes and Quilesse sites each used one flight call unique to those sites, while parrots at the Barre de L'Isle site used a flight call that Quilesse parrots gave only while perched. It is unclear whether the vocal variation changed clinally with distance, or whether there were discrete dialect boundaries as in a congener, the Yellow-naped Parrot (Amazona auropalliata, Wright 1996). The geographical scale over which the St. Lucia Parrot's vocal variation occurred was dramatically smaller than that of the Yellow-naped Parrot. Similar patterns of fine-scale vocal variation may be more widespread among other parrot species in the Caribbean than previously documented.

Flight calls signal group and individual identity but not kinship in a cooperatively breeding bird.

PubMed

Keen, Sara C; Meliza, C Daniel; Rubenstein, Dustin R

2013-11-01

In many complex societies, intricate communication and recognition systems may evolve to help support both direct and indirect benefits of group membership. In cooperatively breeding species where groups typically comprise relatives, both learned and innate vocal signals may serve as reliable cues for kin recognition. Here, we investigated vocal communication in the plural cooperatively breeding superb starling, Lamprotornis superbus , where flight calls-short, stereotyped vocalizations used when approaching conspecifics-may communicate kin relationships, group membership, and/or individual identity. We found that flight calls were most similar within individual repertoires but were also more similar within groups than within the larger population. Although starlings responded differently to playback of calls from their own versus other neighboring and distant social groups, call similarity was uncorrelated with genetic relatedness. Additionally, immigrant females showed similar patterns to birds born in the study population. Together, these results suggest that flight calls are learned signals that reflect social association but may also carry a signal of individuality. Flight calls, therefore, provide a reliable recognition mechanism for groups and may also be used to recognize individuals. In complex societies comprising related and unrelated individuals, signaling individuality and group association, rather than kinship, may be a route to cooperation.

The Objectives of NASA's Living with a Star Space Environment Testbed

NASA Technical Reports Server (NTRS)

Barth, Janet L.; LaBel, Kenneth A.; Brewer, Dana; Kauffman, Billy; Howard, Regan; Griffin, Geoff; Day, John H. (Technical Monitor)

2001-01-01

NASA is planning to fly a series of Space Environment Testbeds (SET) as part of the Living With A Star (LWS) Program. The goal of the testbeds is to improve and develop capabilities to mitigate and/or accommodate the affects of solar variability in spacecraft and avionics design and operation. This will be accomplished by performing technology validation in space to enable routine operations, characterize technology performance in space, and improve and develop models, guidelines and databases. The anticipated result of the LWS/SET program is improved spacecraft performance, design, and operation for survival of the radiation, spacecraft charging, meteoroid, orbital debris and thermosphere/ionosphere environments. The program calls for a series of NASA Research Announcements (NRAs) to be issued to solicit flight validation experiments, improvement in environment effects models and guidelines, and collateral environment measurements. The selected flight experiments may fly on the SET experiment carriers and flights of opportunity on other commercial and technology missions. This paper presents the status of the project so far, including a description of the types of experiments that are intended to fly on SET-1 and a description of the SET-1 carrier parameters.

Cooperative Quantum-Behaved Particle Swarm Optimization with Dynamic Varying Search Areas and Lévy Flight Disturbance

PubMed Central

Li, Desheng

2014-01-01

This paper proposes a novel variant of cooperative quantum-behaved particle swarm optimization (CQPSO) algorithm with two mechanisms to reduce the search space and avoid the stagnation, called CQPSO-DVSA-LFD. One mechanism is called Dynamic Varying Search Area (DVSA), which takes charge of limiting the ranges of particles' activity into a reduced area. On the other hand, in order to escape the local optima, Lévy flights are used to generate the stochastic disturbance in the movement of particles. To test the performance of CQPSO-DVSA-LFD, numerical experiments are conducted to compare the proposed algorithm with different variants of PSO. According to the experimental results, the proposed method performs better than other variants of PSO on both benchmark test functions and the combinatorial optimization issue, that is, the job-shop scheduling problem. PMID:24851085

High Powered Rocketry: Design, Construction, and Launching Experience and Analysis

ERIC Educational Resources Information Center

Paulson, Pryce; Curtis, Jarret; Bartel, Evan; Cyr, Waycen Owens; Lamsal, Chiranjivi

2018-01-01

In this study, the nuts and bolts of designing and building a high powered rocket have been presented. A computer simulation program called RockSim was used to design the rocket. Simulation results are consistent with time variations of altitude, velocity, and acceleration obtained in the actual flight. The actual drag coefficient was determined…

CID Aircraft pre-impact lakebed skid

NASA Technical Reports Server (NTRS)

1984-01-01

The B-720 is seen viewed moments after impact and just before hitting the wing openers. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

Design and Development of a 200-kW Turbo-Electric Distributed Propulsion Testbed

NASA Technical Reports Server (NTRS)

Papathakis, Kurt V.; Kloesel, Kurt J.; Lin, Yohan; Clarke, Sean; Ediger, Jacob J.; Ginn, Starr

2016-01-01

The National Aeronautics and Space Administration (NASA) Armstrong Flight Research Center (AFRC) (Edwards, California) is developing a Hybrid-Electric Integrated Systems Testbed (HEIST) Testbed as part of the HEIST Project, to study power management and transition complexities, modular architectures, and flight control laws for turbo-electric distributed propulsion technologies using representative hardware and piloted simulations. Capabilities are being developed to assess the flight readiness of hybrid electric and distributed electric vehicle architectures. Additionally, NASA will leverage experience gained and assets developed from HEIST to assist in flight-test proposal development, flight-test vehicle design, and evaluation of hybrid electric and distributed electric concept vehicles for flight safety. The HEIST test equipment will include three trailers supporting a distributed electric propulsion wing, a battery system and turbogenerator, dynamometers, and supporting power and communication infrastructure, all connected to the AFRC Core simulation. Plans call for 18 high performance electric motors that will be powered by batteries and the turbogenerator, and commanded by a piloted simulation. Flight control algorithms will be developed on the turbo-electric distributed propulsion system.

Skylab

NASA Image and Video Library

1972-08-21

Lexington, Massachusetts high school student, Judith Miles, discusses her proposed Skylab experiment with Keith Demorest (right) and Henry Floyd, both of Marshall Space Flight Center (MSFC). In her experiment, called the “Web Formation in Zero Gravity”, called for spiders to be released into a box and their actions recorded to determine how well they adapt to the absence of gravity. Spiders are known to adapt quickly to other changes in the environment but nothing was known of their ability to adapt to weightlessness. At the same time spiders were weaving webs in Earth orbit, similar spiders were spinning webs in identical boxes on Earth under full gravity conditions. Miles was among the 25 winners of a contest in which some 3,500 high school students proposed experiments for the following year’s Skylab Mission. Of the 25 students, 6 did not see their experiments conducted on Skylab because the experiments were not compatible with Skylab hardware and timelines. Of the 19 remaining, 11 experiments required the manufacture of equipment.

An improved approach for flight readiness certification: Probabilistic models for flaw propagation and turbine blade failure. Volume 1: Methodology and applications

NASA Technical Reports Server (NTRS)

Moore, N. R.; Ebbeler, D. H.; Newlin, L. E.; Sutharshana, S.; Creager, M.

1992-01-01

An improved methodology for quantitatively evaluating failure risk of spaceflight systems to assess flight readiness and identify risk control measures is presented. This methodology, called Probabilistic Failure Assessment (PFA), combines operating experience from tests and flights with analytical modeling of failure phenomena to estimate failure risk. The PFA methodology is of particular value when information on which to base an assessment of failure risk, including test experience and knowledge of parameters used in analytical modeling, is expensive or difficult to acquire. The PFA methodology is a prescribed statistical structure in which analytical models that characterize failure phenomena are used conjointly with uncertainties about analysis parameters and/or modeling accuracy to estimate failure probability distributions for specific failure modes. These distributions can then be modified, by means of statistical procedures of the PFA methodology, to reflect any test or flight experience. State-of-the-art analytical models currently employed for designs failure prediction, or performance analysis are used in this methodology. The rationale for the statistical approach taken in the PFA methodology is discussed, the PFA methodology is described, and examples of its application to structural failure modes are presented. The engineering models and computer software used in fatigue crack growth and fatigue crack initiation applications are thoroughly documented.

An improved approach for flight readiness certification: Probabilistic models for flaw propagation and turbine blade failure. Volume 2: Software documentation

NASA Technical Reports Server (NTRS)

Moore, N. R.; Ebbeler, D. H.; Newlin, L. E.; Sutharshana, S.; Creager, M.

1992-01-01

An improved methodology for quantitatively evaluating failure risk of spaceflights systems to assess flight readiness and identify risk control measures is presented. This methodology, called Probabilistic Failure Assessment (PFA), combines operating experience from tests and flights with analytical modeling of failure phenomena to estimate failure risk. The PFA methodology is of particular value when information on which to base an assessment of failure risk, including test experience and knowledge of parameters used in analytical modeling, is expensive or difficult to acquire. The PFA methodology is a prescribed statistical structure in which analytical models that characterize failure phenomena are used conjointly with uncertainties about analysis parameters and/or modeling accuracy to estimate failure probability distributions for specific failure modes. These distributions can then be modified, by means of statistical procedures of the PFA methodology, to reflect any test or flight experience. State-of-the-art analytical models currently employed for design, failure prediction, or performance analysis are used in this methodology. The rationale for the statistical approach taken in the PFA methodology is discussed, the PFA methodology is described, and examples of its application to structural failure modes are presented. The engineering models and computer software used in fatigue crack growth and fatigue crack initiation applications are thoroughly documented.

An improved approach for flight readiness certification: Methodology for failure risk assessment and application examples. Volume 2: Software documentation

NASA Technical Reports Server (NTRS)

Moore, N. R.; Ebbeler, D. H.; Newlin, L. E.; Sutharshana, S.; Creager, M.

1992-01-01

An improved methodology for quantitatively evaluating failure risk of spaceflight systems to assess flight readiness and identify risk control measures is presented. This methodology, called Probabilistic Failure Assessment (PFA), combines operating experience from tests and flights with engineering analysis to estimate failure risk. The PFA methodology is of particular value when information on which to base an assessment of failure risk, including test experience and knowledge of parameters used in engineering analyses of failure phenomena, is expensive or difficult to acquire. The PFA methodology is a prescribed statistical structure in which engineering analysis models that characterize failure phenomena are used conjointly with uncertainties about analysis parameters and/or modeling accuracy to estimate failure probability distributions for specific failure modes, These distributions can then be modified, by means of statistical procedures of the PFA methodology, to reflect any test or flight experience. Conventional engineering analysis models currently employed for design of failure prediction are used in this methodology. The PFA methodology is described and examples of its application are presented. Conventional approaches to failure risk evaluation for spaceflight systems are discussed, and the rationale for the approach taken in the PFA methodology is presented. The statistical methods, engineering models, and computer software used in fatigue failure mode applications are thoroughly documented.

An improved approach for flight readiness certification: Methodology for failure risk assessment and application examples, volume 1

NASA Technical Reports Server (NTRS)

Moore, N. R.; Ebbeler, D. H.; Newlin, L. E.; Sutharshana, S.; Creager, M.

1992-01-01

An improved methodology for quantitatively evaluating failure risk of spaceflight systems to assess flight readiness and identify risk control measures is presented. This methodology, called Probabilistic Failure Assessment (PFA), combines operating experience from tests and flights with engineering analysis to estimate failure risk. The PFA methodology is of particular value when information on which to base an assessment of failure risk, including test experience and knowledge of parameters used in engineering analyses of failure phenomena, is expensive or difficult to acquire. The PFA methodology is a prescribed statistical structure in which engineering analysis models that characterize failure phenomena are used conjointly with uncertainties about analysis parameters and/or modeling accuracy to estimate failure probability distributions for specific failure modes. These distributions can then be modified, by means of statistical procedures of the PFA methodology, to reflect any test or flight experience. Conventional engineering analysis models currently employed for design of failure prediction are used in this methodology. The PFA methodology is described and examples of its application are presented. Conventional approaches to failure risk evaluation for spaceflight systems are discussed, and the rationale for the approach taken in the PFA methodology is presented. The statistical methods, engineering models, and computer software used in fatigue failure mode applications are thoroughly documented.

Preliminary Analysis of the 30-m UltraBoom Flight Test

NASA Technical Reports Server (NTRS)

Agnes, Gregory S.; Abelson, Robert D.; Miyake, Robert; Lin, John K. H.; Welsh, Joe; Watson, Judith J.

2005-01-01

Future NASA missions require long, ultra-lightweight booms to enable solar sails, large sunshields, and other gossamer-type spacecraft structures. The space experiment discussed in this paper will flight validate the non-traditional ultra lightweight rigidizable, inflatable, isogrid structure utilizing graphite shape memory polymer (GR/SMP) called UltraBoom(TradeMark). The focus of this paper is the analysis of the 3-m ground test article. The primary objective of the mission is to show that a combination of ground testing and analysis can predict the on-orbit performance of an ultra lightweight boom that is scalable, predictable, and thermomechanically stable.

Development of echolocation calls and neural selectivity for echolocation calls in the pallid bat.

PubMed

Razak, Khaleel A; Fuzessery, Zoltan M

2015-10-01

Studies of birdsongs and neural selectivity for songs have provided important insights into principles of concurrent behavioral and auditory system development. Relatively little is known about mammalian auditory system development in terms of vocalizations or other behaviorally relevant sounds. This review suggests echolocating bats are suitable mammalian model systems to understand development of auditory behaviors. The simplicity of echolocation calls with known behavioral relevance and strong neural selectivity provides a platform to address how natural experience shapes cortical receptive field (RF) mechanisms. We summarize recent studies in the pallid bat that followed development of echolocation calls and cortical processing of such calls. We also discuss similar studies in the mustached bat for comparison. These studies suggest: (1) there are different developmental sensitive periods for different acoustic features of the same vocalization. The underlying basis is the capacity for some components of the RF to be modified independent of others. Some RF computations and maps involved in call processing are present even before the cochlea is mature and well before use of echolocation in flight. Others develop over a much longer time course. (2) Normal experience is required not just for refinement, but also for maintenance, of response properties that develop in an experience independent manner. (3) Experience utilizes millisecond range changes in timing of inhibitory and excitatory RF components as substrates to shape vocalization selectivity. We suggest that bat species and call diversity provide a unique opportunity to address developmental constraints in the evolution of neural mechanisms of vocalization processing. © 2014 Wiley Periodicals, Inc.

Development of echolocation calls and neural selectivity for echolocation calls in the pallid bat

PubMed Central

Razak, Khaleel A.; Fuzessery, Zoltan M.

2014-01-01

Studies of birdsongs and neural selectivity for songs have provided important insights into principles of concurrent behavioral and auditory system development. Relatively little is known about mammalian auditory system development in terms of vocalizations, or other behaviorally relevant sounds. This review suggests echolocating bats are suitable mammalian model systems to understand development of auditory behaviors. The simplicity of echolocation calls with known behavioral relevance and strong neural selectivity provides a platform to address how natural experience shapes cortical receptive field (RF) mechanisms. We summarize recent studies in the pallid bat that followed development of echolocation calls and cortical processing of such calls. We also discuss similar studies in the mustached bat for comparison. These studies suggest: (1) there are different developmental sensitive periods for different acoustic features of the same vocalization. The underlying basis is the capacity for some components of the RF to be modified independent of others. Some RF computations and maps involved in call processing are present even before the cochlea is mature and well before use of echolocation in flight. Others develop over a much longer time course. (2) Normal experience is required not just for refinement, but also for maintenance, of response properties that develop in an experience independent manner. (3) Experience utilizes millisecond range changes in timing of inhibitory and excitatory RF components as substrates to shape vocalization selectivity. We suggest that bat species and call diversity provide a unique opportunity to address developmental constraints in the evolution of neural mechanisms of vocalization processing. PMID:25142131

Overview of the MISSE 7 Polymers and Zenith Polymers Experiments After 1.5 Years of Space Exposure

NASA Technical Reports Server (NTRS)

Yi, Grace T.; de Groh, Kim K.; Banks, Bruce A.; Haloua, Athena; Imka, Emily C.; Mitchell, Gianna G.

2013-01-01

As part of the Materials International Space Station Experiment 7 (MISSE 7), two experiments called the Polymers Experiment and the Zenith Polymers Experiment were flown on the exterior of the International Space Station (ISS) and exposed to the low Earth orbit (LEO) space environment for 1.5 years. The Polymers Experiment contained 47 samples, which were flown in a ram or wake flight orientation. The objectives of the Polymers Experiment were to determine the LEO atomic oxygen erosion yield (Ey, volume loss per incident oxygen atoms, given in cu cm/atom) of the polymers, and to determine if atomic oxygen erosion of high and low ash containing polymers is dependent on fluence. The Zenith Polymers Experiment was flown in a zenith flight orientation. The primary objective of the Zenith Polymers Experiment was to determine the effect of solar exposure on the erosion of fluoropolymers. Kapton H (DuPont, Wilmington, DE) was flown in each experiment for atomic oxygen fluence determination. This paper provides an introduction to both the MISSE 7 Polymers Experiment and the MISSE 7 Zenith Polymers Experiment, and provides initial erosion yield results.

CID Aircraft in practice flight above target impact site with wing cutters

NASA Technical Reports Server (NTRS)

1984-01-01

In this photograph the B-720 is seen making a practice close approach over the prepared impact site. The wing openers, designed to tear open the wings and spill the fuel, are clearly seen on the ground just at the start of the bed of rocks. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

Linear Aerospike SR-71 Experiment (LASRE) during first in-flight cold flow test

NASA Technical Reports Server (NTRS)

1998-01-01

This photograph shows the LASRE pod on the upper rear fuselage of an SR-71 aircraft during take-off of the first flight to experience an in-flight cold flow test. The flight occurred on 4 March 1998. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

LASRE pod being mated to SR-71

NASA Technical Reports Server (NTRS)

1997-01-01

The Linear Aerospike SR-71 Experiment is mounted on a NASA SR-71 aircraft Aug. 26, at the NASA Dryden Flight Research Center, Edwards, California, in preparation for the experiment's first flight, which took place on 31 October 1997. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

A practical concept for powered or tethered weight-lifting LTA vehicles

NASA Technical Reports Server (NTRS)

Balleyguier, M. A.

1975-01-01

A concept for a multi-hull weightlifting airship is presented. The concept is based upon experience in the design and handling of gas-filled balloons for commercial purposes, it was first tested in April, 1972. In the flight test, two barrage balloons were joined side-by-side, with an intermediate frame, and launched in captive flight. The success of this flight test led to plans for a development program calling for a powered, piloted prototype, a follow-on 40 ton model, and a 400 ton transport model. All of these airships utilize a tetrehedric three-line tethering method for loading and unloading phases of flight, which bypasses many of the difficulties inherent in the handling of a conventional airship near the ground. Both initial and operating costs per ton of lift capability are significantly less for the subject design than for either helicopters or airships of conventional mono-hull design.

Cometary particulate analyzer. [mass spectrometry of laser plasmas

NASA Technical Reports Server (NTRS)

Friichtenicht, J. F.; Miller, D. J.; Utterback, N. G.

1979-01-01

A concept for determining the relative abundance of elements contained in cometary particulates was evaluated. The technique utilizes a short, high intensity burst of laser radiation to vaporize and ionize collected particulate material. Ions extracted from this laser produced plasma are analyzed in a time of flight mass spectrometer to yield an atomic mass spectrum representative of the relative abundance of elements in the particulates. Critical aspects of the development of this system are determining the ionization efficiencies for various atomic species and achieving adequate mass resolution. A technique called energy-time focus, which utilizes static electric fields to alter the length of the ion flight path in proportion to the ion initial energy, was used which results in a corresponding compression to the range of ion flight times which effectively improves the inherent resolution. Sufficient data were acquired to develop preliminary specifications for a flight experiment.

Linear Aerospike SR-71 Experiment (LASRE) refueling during first flight

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71 refuels with an Edwards Air Force Base KC-135 during the first flight of the NASA/Rocketdyne/ Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE). The flight took place Oct. 31 at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Does similarity in call structure or foraging ecology explain interspecific information transfer in wild Myotis bats?

PubMed

Hügel, Theresa; van Meir, Vincent; Muñoz-Meneses, Amanda; Clarin, B-Markus; Siemers, Björn M; Goerlitz, Holger R

2017-01-01

Animals can gain important information by attending to the signals and cues of other animals in their environment, with acoustic information playing a major role in many taxa. Echolocation call sequences of bats contain information about the identity and behaviour of the sender which is perceptible to close-by receivers. Increasing evidence supports the communicative function of echolocation within species, yet data about its role for interspecific information transfer is scarce. Here, we asked which information bats extract from heterospecific echolocation calls during foraging. In three linked playback experiments, we tested in the flight room and field if foraging Myotis bats approached the foraging call sequences of conspecifics and four heterospecifics that were similar in acoustic call structure only (acoustic similarity hypothesis), in foraging ecology only (foraging similarity hypothesis), both, or none. Compared to the natural prey capture rate of 1.3 buzzes per minute of bat activity, our playbacks of foraging sequences with 23-40 buzzes/min simulated foraging patches with significantly higher profitability. In the flight room, M. capaccinii only approached call sequences of conspecifics and of the heterospecific M. daubentonii with similar acoustics and foraging ecology. In the field, M. capaccinii and M. daubentonii only showed a weak positive response to those two species. Our results confirm information transfer across species boundaries and highlight the importance of context on the studied behaviour, but cannot resolve whether information transfer in trawling Myotis is based on acoustic similarity only or on a combination of similarity in acoustics and foraging ecology. Animals transfer information, both voluntarily and inadvertently, and within and across species boundaries. In echolocating bats, acoustic call structure and foraging ecology are linked, making echolocation calls a rich source of information about species identity, ecology and activity of the sender, which receivers might exploit to find profitable foraging grounds. We tested in three lab and field experiments if information transfer occurs between bat species and if bats obtain information about ecology from echolocation calls. Myotis capaccinii/daubentonii bats approached call playbacks, but only those from con- and heterospecifics with similar call structure and foraging ecology, confirming interspecific information transfer. Reactions differed between lab and field, emphasising situation-dependent differences in animal behaviour, the importance of field research, and the need for further studies on the underlying mechanism of information transfer and the relative contributions of acoustic and ecological similarity.

keV-Scale sterile neutrino sensitivity estimation with time-of-flight spectroscopy in KATRIN using self-consistent approximate Monte Carlo

NASA Astrophysics Data System (ADS)

Steinbrink, Nicholas M. N.; Behrens, Jan D.; Mertens, Susanne; Ranitzsch, Philipp C.-O.; Weinheimer, Christian

2018-03-01

We investigate the sensitivity of the Karlsruhe Tritium Neutrino Experiment (KATRIN) to keV-scale sterile neutrinos, which are promising dark matter candidates. Since the active-sterile mixing would lead to a second component in the tritium β-spectrum with a weak relative intensity of order sin ^2θ ≲ 10^{-6}, additional experimental strategies are required to extract this small signature and to eliminate systematics. A possible strategy is to run the experiment in an alternative time-of-flight (TOF) mode, yielding differential TOF spectra in contrast to the integrating standard mode. In order to estimate the sensitivity from a reduced sample size, a new analysis method, called self-consistent approximate Monte Carlo (SCAMC), has been developed. The simulations show that an ideal TOF mode would be able to achieve a statistical sensitivity of sin ^2θ ˜ 5 × 10^{-9} at one σ , improving the standard mode by approximately a factor two. This relative benefit grows significantly if additional exemplary systematics are considered. A possible implementation of the TOF mode with existing hardware, called gated filtering, is investigated, which, however, comes at the price of a reduced average signal rate.

NASA Glenn Research Center's Materials International Space Station Experiments (MISSE 1-7)

NASA Technical Reports Server (NTRS)

deGroh, Kim K.; Banks, Bruce a.; Dever, Joyce A.; Jaworske, Donald A.; Miller, Sharon K.; Sechkar, Edward A.; Panko, Scott R.

2008-01-01

NASA Glenn Research Center (Glenn) has 39 individual materials flight experiments (>540 samples) flown as part of the Materials International Space Station Experiment (MISSE) to address long duration environmental durability of spacecraft materials in low Earth orbit (LEO). MISSE is a series of materials flight experiments consisting of trays, called Passive Experiment Carriers (PECs) that are exposed to the space environment on the exterior of the International Space Station (ISS). MISSE 1-5 have been successfully flown and retrieved and were exposed to the space environment from one to four years. MISSE 6A & 6B were deployed during the STS-123 shuttle mission in March 2008, and MISSE 7A & 7B are being prepared for launch in 2009. The Glenn MISSE experiments address atomic oxygen (AO) effects such as erosion and undercutting of polymers, AO scattering, stress effects on AO erosion, and in-situ AO fluence monitoring. Experiments also address solar radiation effects such as radiation induced polymer shrinkage, stress effects on radiation degradation of polymers, and radiation degradation of indium tin oxide (ITO) coatings and spacesuit fabrics. Additional experiments address combined AO and solar radiation effects on thermal control films, paints and cermet coatings. Experiments with Orion Crew Exploration Vehicle (CEV) seals and UltraFlex solar array materials are also being flown. Several experiments were designed to provide ground-facility to in-space calibration data thus enabling more accurate in-space performance predictions based on ground-laboratory testing. This paper provides an overview of Glenn s MISSE 1-7 flight experiments along with a summary of results from Glenn s MISSE 1 & 2 experiments.

SR-71 #844 with LASRE pod parked on ramp, rear view

NASA Technical Reports Server (NTRS)

1997-01-01

The Linear Aerospike SR-71 Experiment is seen here almost ready for its first flight aboard NASA's SR-71 No. 844. The initial test flight took place on 31 October 1997. The experiment was mounted on the SR-71 on Aug. 26, at the NASA Dryden Flight Research Center, Edwards, California. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Linear Aerospike SR-71 Experiment (LASRE) first flight takeoff

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71 takes off Oct. 31, making its first flight as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Linear Aerospike SR-71 Experiment (LASRE) first flight view from above

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71 made its successful first flight Oct. 31 as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Linear Aerospike SR-71 Experiment (LASRE) first flight

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71 successfully completed its first flight 31 October 1997 as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Linear Aerospike SR-71 Experiment (LASRE) first flight

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71 made its successful first flight Oct. 31 as part of the NASA/Rocketdyne/ Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Linear Aerospike SR-71 Experiment (LASRE) first flight view from above

NASA Technical Reports Server (NTRS)

1997-01-01

This photograph shows the SR-71 with the Linear Aerospike SR-71 Experiment on the rear fuselage as seen from above. The photo was taken on the first flight of the aircraft with the experiment aboard, which took place on 31 October 1997. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Bigness is in the eye of the beholder. [size and distance perception of pilots in flight

NASA Technical Reports Server (NTRS)

Roscoe, S. N.

1985-01-01

This report reviews an investigation of judgments of size and distance as required of pilots in flight. The experiments covered a broad spectrum of basic psychophysiological issues involving the measurement of visual accommodation and its correlation with various other dependent variables. Psychophysiological issues investigated included the size-distance invariance hypothesis, the projection of afterimages, the moon illusion, night and empty-field myopia, the dark focus and its so-called Mandelbaum effect, the nature and locus of the accommodative stimulus, the relation between accommodation, retinal size, and perceived size, and possible relationships among accommodative responses, autonomic balance, and personality variables.

Pilot Performance With Predictive System Status Information

NASA Technical Reports Server (NTRS)

Trujillo, Anna C.

1997-01-01

Research has shown a strong pilot preference for predictive information of aircraft system status in the flight deck. However, the benefits of predictive information have not been quantitatively demonstrated. The study described here attempted to identify and quantify these benefits if they existed. In this simulator experiment, three types of predictive information (none, whether a parameter was changing abnormally, and the time for a parameter to reach an alert range) and four initial times to an alert (1 minute, 5 minutes, 15 minutes, and ETA+ 45 minutes) were found to affect when subjects accomplished certain actions, such as accessing pertinent checklists, declaring emergencies, diverting, and calling the flight attendant and dispatch.

Miles Discusses Skylab Experiment With NASA Personnel

NASA Technical Reports Server (NTRS)

1972-01-01

Lexington, Massachusetts high school student, Judith Miles, discusses her proposed Skylab experiment with engineers and scientists during a design review of the experiment equipment. At left is Ron Pavlue of Kennedy Space Flight Center (KSC), holding a box is Keith Demorest of Marshall Space Flight Center (MSFC). Right of Miles is Dr. Raymond Gause, also of MSFC, who is Miles' scientific advisor. In her experiment, called the 'Web Formation in Zero Gravity', spiders were released into a box and their actions recorded to determine how well they adapt to the absence of gravity. Spiders are known to adapt quickly to other changes in the environment but nothing was known of their ability to adapt to weightlessness. At the same time spiders were weaving webs in Earth orbit, similar spiders were spinning webs in identical boxes on Earth under full gravity conditions. Miles was among the 25 winners of a contest in which some 3,500 high school students proposed experiments for the following year's Skylab mission. Of the 25 students, 6 did not see their experiments conducted on Skylab because the experiments were not compatible with Skylab hardware and timelines. Of the 19 remaining, 11 experiments required the manufacture of equipment.

An improved approach for flight readiness certification: Methodology for failure risk assessment and application examples. Volume 3: Structure and listing of programs

NASA Technical Reports Server (NTRS)

Moore, N. R.; Ebbeler, D. H.; Newlin, L. E.; Sutharshana, S.; Creager, M.

1992-01-01

An improved methodology for quantitatively evaluating failure risk of spaceflight systems to assess flight readiness and identify risk control measures is presented. This methodology, called Probabilistic Failure Assessment (PFA), combines operating experience from tests and flights with engineering analysis to estimate failure risk. The PFA methodology is of particular value when information on which to base an assessment of failure risk, including test experience and knowledge of parameters used in engineering analyses of failure phenomena, is expensive or difficult to acquire. The PFA methodology is a prescribed statistical structure in which engineering analysis models that characterize failure phenomena are used conjointly with uncertainties about analysis parameters and/or modeling accuracy to estimate failure probability distributions for specific failure modes. These distributions can then be modified, by means of statistical procedures of the PFA methodology, to reflect any test or flight experience. Conventional engineering analysis models currently employed for design of failure prediction are used in this methodology. The PFA methodology is described and examples of its application are presented. Conventional approaches to failure risk evaluation for spaceflight systems are discussed, and the rationale for the approach taken in the PFA methodology is presented. The statistical methods, engineering models, and computer software used in fatigue failure mode applications are thoroughly documented.

CID Post-impact fireball

NASA Technical Reports Server (NTRS)

1984-01-01

Following its controlled impact on posts imbedded in the lakebed, the B-720 is sliding sideways and almost enveloped in the large fireball with only the aircraft's nose and right wing-tip exposed. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

CID Aircraft post-impact lakebed skid

NASA Technical Reports Server (NTRS)

1984-01-01

Moments after hitting and sliding through the wing openers the aircraft burst into flame, with a spectacular fireball seen emanating from the right inboard engine area. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

CID Post-impact fireball

NASA Technical Reports Server (NTRS)

1984-01-01

The B-720 after impact and sliding through the wing openers is becoming enveloped in a fireball. The right wing appears to be folding over as the aircraft continues to slide. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

Development of the new trigger for VANDLE neutron detector

NASA Astrophysics Data System (ADS)

Hasse, Adam; Taylor, Steven; Daugherty, Hadyn; Grzywacz, Robert

2014-09-01

Beta-delayed neutron emission (βn) is the dominant decay channel for the majority of very neutron-rich nuclei. In order to study these decays a new detector system called the Versatile Array of Neutron Detectors at Low Energy (VANDLE) was constructed. A critical part of this neutron time of flight detector is a trigger unit. This trigger is sensitive to electron from beta decay down to very low energies, insensitive to gamma rays and have a good timing performance, better than 1 ns. In order to satisfy these condition, we have developed a new system, which utilizes plastic scintillator but uses recently developed light readout technique, based on the so called Silicon Photomultiplier, manufactured by Sensl. New system has been developed and performance tested using digital data acquisition system at the University of Tennessee and will be utilized in future experiments involving VANDLE. Beta-delayed neutron emission (βn) is the dominant decay channel for the majority of very neutron-rich nuclei. In order to study these decays a new detector system called the Versatile Array of Neutron Detectors at Low Energy (VANDLE) was constructed. A critical part of this neutron time of flight detector is a trigger unit. This trigger is sensitive to electron from beta decay down to very low energies, insensitive to gamma rays and have a good timing performance, better than 1 ns. In order to satisfy these condition, we have developed a new system, which utilizes plastic scintillator but uses recently developed light readout technique, based on the so called Silicon Photomultiplier, manufactured by Sensl. New system has been developed and performance tested using digital data acquisition system at the University of Tennessee and will be utilized in future experiments involving VANDLE. Department of Physics and Astronomy, University of Tennessee, Knoxville, USA.

What Does Their Saliva Say? Salivary Cortisol Levels in Children Exposed to Severe Stressors

ERIC Educational Resources Information Center

McCabe, Paul C.; Schneider, Marissa

2009-01-01

Stress is an unavoidable aspect of the human experience. When the brain interprets a situation as stressful, it triggers the release of a hormone called cortisol that acts as a catalyst of the body's "fight or flight" response system. In small amounts this hormone can provide the body with the necessary tools to escape a stressful situation.…

Space Robotics

NASA Image and Video Library

2013-07-26

ISS036-E-025017 (26 July 2013) --- In the International Space Station?s Destiny laboratory, European Space Agency astronaut Luca Parmitano, Expedition 36 flight engineer, speaks in a microphone as he partners with Ames Research Center to remotely control a surface rover in California. The experiment, called Surface Telerobotics, will help scientists plan future missions where a robotic rover could prepare a site on a moon or a planet for a crew.

Space Robotics

NASA Image and Video Library

2013-07-26

ISS036-E-025034 (26 July 2013) --- From the International Space Station?s Destiny laboratory, European Space Agency astronaut Luca Parmitano, Expedition 36 flight engineer, uses a computer as he partners with Ames Research Center to remotely control a surface rover in California. The experiment, called Surface Telerobotics, will help scientists plan future missions where a robotic rover could prepare a site on a moon or a planet for a crew.

Space Robotics

NASA Image and Video Library

2013-07-26

ISS036-E-025030 (26 July 2013) --- From the International Space Station?s Destiny laboratory, European Space Agency astronaut Luca Parmitano, Expedition 36 flight engineer, uses a computer as he partners with Ames Research Center to remotely control a surface rover in California. The experiment, called Surface Telerobotics, will help scientists plan future missions where a robotic rover could prepare a site on a moon or a planet for a crew.

Space Robotics

NASA Image and Video Library

2013-07-26

ISS036-E-025012 (26 July 2013) --- From the International Space Station?s Destiny laboratory, European Space Agency astronaut Luca Parmitano, Expedition 36 flight engineer, uses a computer as he partners with Ames Research Center to remotely control a surface rover in California. The experiment, called Surface Telerobotics, will help scientists plan future missions where a robotic rover could prepare a site on a moon or a planet for a crew.

SR-71 being towed to hangar with LASRE pod installed

NASA Technical Reports Server (NTRS)

1997-01-01

NASA's SR-71 is being towed to its hangar with the Linear Aerospike SR-71 Experiment installed. The experiment was mounted on the SR-71 on Aug. 26, at the NASA Dryden Flight Research Center, Edwards, California, in preparation for its first flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

SR-71 with LASRE pod parked on ramp next to SR-71B trainer aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71A with the Linear Aerospike SR-71 Experiment mounted parks beside a NASA SR-71B trainer aircraft. The linear aerospike experiment was mounted on the SR-71 No. 844 on Aug. 26, at the NASA Dryden Flight Research Center, Edwards, California, in preparation for its first flight, which took place on 31 October 1997. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Skylab

NASA Image and Video Library

1972-08-21

Lexington, Massachusetts high school student, Judith Miles, discusses her proposed Skylab experiment with engineers and scientists during a design review of the experiment equipment. At left is Ron Pavlue of Kennedy Space Flight Center (KSC), holding a box is Keith Demorest of Marshall Space Flight Center (MSFC). Right of Miles is Dr. Raymond Gause, also of MSFC, who is Miles’ scientific advisor. In her experiment, called the “Web Formation in Zero Gravity”, spiders were released into a box and their actions recorded to determine how well they adapt to the absence of gravity. Spiders are known to adapt quickly to other changes in the environment but nothing was known of their ability to adapt to weightlessness. At the same time spiders were weaving webs in Earth orbit, similar spiders were spinning webs in identical boxes on Earth under full gravity conditions. Miles was among the 25 winners of a contest in which some 3,500 high school students proposed experiments for the following year’s Skylab mission. Of the 25 students, 6 did not see their experiments conducted on Skylab because the experiments were not compatible with Skylab hardware and timelines. Of the 19 remaining, 11 experiments required the manufacture of equipment.

Linear Aerospike SR-71 Experiment (LASRE) dumps water after first in-flight cold flow test

NASA Technical Reports Server (NTRS)

1998-01-01

The NASA SR-71A successfully completed its first cold flow flight as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California on March 4, 1998. During a cold flow flight, gaseous helium and liquid nitrogen are cycled through the linear aerospike engine to check the engine's plumbing system for leaks and to check the engine operating characterisitics. Cold-flow tests must be accomplished successfully before firing the rocket engine experiment in flight. The SR-71 took off at 10:16 a.m. PST. The aircraft flew for one hour and fifty-seven minutes, reaching a maximum speed of Mach 1.58 before landing at Edwards at 12:13 p.m. PST. 'I think all in all we had a good mission today,' Dryden LASRE Project Manager Dave Lux said. Flight crew member Bob Meyer agreed, saying the crew 'thought it was a really good flight.' Dryden Research Pilot Ed Schneider piloted the SR-71 during the mission. Lockheed Martin LASRE Project Manager Carl Meade added, 'We are extremely pleased with today's results. This will help pave the way for the first in-flight engine data-collection flight of the LASRE.' The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Research objectives, opportunities, and facilities for microgravity science

NASA Technical Reports Server (NTRS)

Bayuzick, Robert J.

1992-01-01

Microgravity Science in the U.S.A. involves research in fluids science, combustion science, materials science, biotechnology, and fundamental physics. The purpose is to achieve a thorough understanding of the effects of gravitational body forces on physical phenomena relevant to those disciplines. This includes the study of phenomena which are usually overwhelmed by the presence of gravitational body forces and, therefore, chiefly manifested when gravitational forces are weak. In the pragmatic sense, the research involves gravity level as an experimental parameter. Calendar year 1992 is a landmark year for research opportunities in low earth orbit for Microgravity Science. For the first time ever, three Spacelab flights will fly in a single year: IML-1 was launched on January 22; USML-1 was launched on June 25; and, in September, SL-J will be launched. A separate flight involving two cargo bay carriers, USMP-1, will be launched in October. From the beginning of 1993 up to and including the Space Station era (1997), nine flights involving either Spacelab or USMP carriers will be flown. This will be augmented by a number of middeck payloads and get away specials flying on various flights. All of this activity sets the stage for experimentation on Space Station Freedom. Beginning in 1997, experiments in Microgravity Science will be conducted on the Space Station. Facilities for doing experiments in protein crystal growth, solidification, and biotechnology will all be available. These will be joined by middeck-class payloads and the microgravity glove box for conducting additional experiments. In 1998, a new generation protein crystal growth facility and a facility for conducting combustion research will arrive. A fluids science facility and additional capability for conducting research in solidification, as well as an ability to handle small payloads on a quick response basis, will be added in 1999. The year 2000 will see upgrades in the protein crystal growth and fluids science facilities. From the beginning of 1997 to the fall of 1999 (the 'man-tended capability' era), there will be two or three utilization flights per year. Plans call for operations in Microgravity Science during utilization flights and between utilization flights. Experiments conducted during utilization flights will characteristically require crew interaction, short duration, and less sensitivity to perturbations in the acceleration environment. Operations between utilization flights will involve experiments that can be controlled remotely and/or can be automated. Typically, the experiments will require long times and a pristine environment. Beyond the fall of 1999 (the 'permanently-manned capability' era), some payloads will require crew interaction; others will be automated and will make use of telescience.

NASA Research Being Shared Through Live, Interactive Video Tours

NASA Technical Reports Server (NTRS)

Petersen, Ruth A.; Zona, Kathleen A.

2001-01-01

On June 2, 2000, the NASA Glenn Research Center Learning Technologies Project (LTP) coordinated the first live remote videoconferencing broadcast from a Glenn facility. The historic event from Glenn's Icing Research Tunnel featured wind tunnel technicians and researchers performing an icing experiment, obtaining results, and discussing the relevance to everyday flight operations and safety. After a brief overview of its history, students were able to "walk through" the tunnel, stand in the control room, and observe a live icing experiment that demonstrated how ice would grow on an airplane wing in flight through an icing cloud. The tour was interactive, with a spirited exchange of questions and explanations between the students and presenters. The virtual tour of the oldest and largest refrigerated icing research tunnel in the world was the second of a series of videoconferencing connections with the AP Physics students at Bay Village High School, Bay Village, Ohio. The first connection, called Aircraft Safety and Icing Research, introduced the Tailplane Icing Program. In an effort to improve aircraft safety by reducing the number of in-flight icing events, Glenn's Icing Branch uses its icing research aircraft to conduct flight tests. The presenter engaged the students in discussions of basic aircraft flight mechanics and the function of the horizontal tailplane, as well as the effect of ice on airfoil (wing or tail) surfaces. A brief video of actual flight footage provided a view of the pilot's actions and reactions and of the horizon during tailplane icing conditions.

Flight-Test Evaluation of Flutter-Prediction Methods

NASA Technical Reports Server (NTRS)

Lind, RIck; Brenner, Marty

2003-01-01

The flight-test community routinely spends considerable time and money to determine a range of flight conditions, called a flight envelope, within which an aircraft is safe to fly. The cost of determining a flight envelope could be greatly reduced if there were a method of safely and accurately predicting the speed associated with the onset of an instability called flutter. Several methods have been developed with the goal of predicting flutter speeds to improve the efficiency of flight testing. These methods include (1) data-based methods, in which one relies entirely on information obtained from the flight tests and (2) model-based approaches, in which one relies on a combination of flight data and theoretical models. The data-driven methods include one based on extrapolation of damping trends, one that involves an envelope function, one that involves the Zimmerman-Weissenburger flutter margin, and one that involves a discrete-time auto-regressive model. An example of a model-based approach is that of the flutterometer. These methods have all been shown to be theoretically valid and have been demonstrated on simple test cases; however, until now, they have not been thoroughly evaluated in flight tests. An experimental apparatus called the Aerostructures Test Wing (ATW) was developed to test these prediction methods.

New high-resolution electrostatic ion mass analyzer using time of flight

NASA Technical Reports Server (NTRS)

Hamilton, D. C.; Gloeckler, G.; Ipavich, F. M.; Lundgren, R. A.; Sheldon, R. B.

1990-01-01

The design of a high-resolution ion-mass analyzer is described, which is based on an accurate measurement of the time of flight (TOF) of ions within a region configured to produce a harmonic potential. In this device, the TOF, which is independent of ion energy, is determined from a start pulse from secondary electrons produced when the ion passes through a thin carbon foil at the entrance of the TOF region and at a stop pulse from the ion striking a microchannel plate upon exciting the region. A laboratory prototype instrument called 'VMASS' was built and was tested at the Goddard Space Flight Center electrostatic accelerator, showing a good mass resolution of the instrument. Sensors of the VMASS type will form part of the WIND Solar Wind and Suprathermal Ion experiment, the Soho mission, and the Advanced Composition Explorer.

MOBI and FEANICS Programming in Labview

NASA Technical Reports Server (NTRS)

Rios, Jeffrey N.

2004-01-01

The flight software engineering branch provides design and development of embedded real-time software applications for flight and supporting ground systems to support the NASA Aeronautics and Space Programs. In addition, this branch evaluates, develops and implements new technologies for embedded real-time systems, and maintains a laboratory for applications of embedded technology. This branch supports other divisions and is involved with many other projects. My mentor Rochelle and I are involved in the Fluids and Combustion Facility (FCF) project, the MOBI project, and the FEANICS project. The Fluids and Combustion Facility (FCF) will occupy two powered racks on the International Space Station (ISS). It will be a permanent modular, multiuser facility to accommodate microgravity science experiments onboard the ISS's U.S. Laboratory Module. FCF will support NASA Human Exploration and Development of Space program objectives requiring sustained, systematic research in the disciplines of fluid physics and combustion science. The fluids experiment is called FIR and the combustion experiment is called CIR. The MOBI Experiment is an experiment that is performed to understand the physics of bubble segregation and resuspension in an inertia, monodisperse gas-liquid suspension, and to understand how bubble pressure resists segregation in suspensions with continuous phase inertia. The main focus of FEANICS and the solid combustion experiments will be to conduct basic and applied scientific investigations in fire-safety to support NASA's Bioastronautics Initiative. Based on data obtained in microgravity and experience gained from the beginning of the U.S. manned space program, these normal gravity flammability assessments have been assumed to be conservative with respect to flammability in all environments. However, some of the complex interactions that govern ignition and flame growth can only be evaluated in the long durations of microgravity available on the ISS. Before any of these projects actually go to the ISS, they are going to be tested on NASA's KC-135 Low-G airplane, the KC-135 Low-G Flight Research aircraft (a predecessor of the Boeing 707) is used to fly parabolas to create 20-25 seconds of weightlessness so that the astronauts can experience and researchers can investigate the effects of zero gravity. My mentor and I have been working with Labview to write the programs that are going to acquire, analyze and present the data acquired from these Test flights on the KC-135. We have been working closely with electrical, and mechanical engineers to make sure the program and the hardware can communicate and perform the operations necessary for the flight test. LabVIEW delivers a powerful graphical development environment for signal acquisition, measurement analysis, and data presentation, giving you the flexibility of a programming language without the complexity of traditional development tools. The programming of the control panel and the code are both done in GUIs which allow for flexibility in the code and the program.

BASS-II Hardware Repair

NASA Image and Video Library

2014-03-27

ISS039-E-005726 (27 March 2014) --- Expedition 39 Flight Engineer Rick Mastracchio performs inflight maintenance on an experiment called Burning and Suppression of Solids (BASS)-II. The investigation examines the burning and extinction characteristics of a wide variety of fuel samples in microgravity. The BASS-II experiment will guide strategies for materials flammability screening for use in spacecraft as well as provide valuable data on solid fuel burning behavior in microgravity. BASS-II results contribute to the combustion computational models used in the design of fire detection and suppression systems in microgravity and on Earth.

STS-87 Post Flight Presentation

NASA Technical Reports Server (NTRS)

1998-01-01

The flight crew, Cmdr. Kevin R. Kregel, Pilot Steven W. Lindsey, Mission Specialists Winston E. Scott, Kalpana Chawla, and Takao Doi, and Payload Specialist Leonid K. Kadenyuk present an overview of their mission. In the first part they can be seen performing pre-launch activities such as eating the traditional breakfast, crew suit-up, and the ride out to the launch pad. Also, included are various panoramic views of the shuttle on the pad. The crew is seen being readied in the 'white room' for their mission. After the closing of the hatch and arm retraction, launch activities are shown including countdown, engine ignition, launch, and the separation of the Solid Rocket Boosters. In the second part of the video the crew turn their attention to a variety of experiments inside the Shuttle's cabin. These experiments include the processing of several samples of materials in the glovebox facility in Columbia's middeck; the experiment called PEP, which involves heating samples and then recording the mixture as it resolidifies; and the study of plant growth in space.

STS-90 Post Flight Presentation

NASA Technical Reports Server (NTRS)

1998-01-01

The flight crew of the STS-90 mission, Cmdr. Richard A. Searfoss, Pilot Scott D. Altman, and Mission Specialists Richard M. Linnehan, Dafydd Rhys Williams and Kathryn P. Hire, and Payload Specialists Jay C. Buckey and James A. Pawelczyk can be seen performing pre-launch activities such as eating the traditional breakfast, crew suit-up, and the ride out to the launch pad. Also, included are various panoramic views of the shuttle on the pad. The crew is readied in the 'white room' for their mission. After the closing of the hatch and arm retraction, launch activities are shown including countdown, engine ignition, launch, and the separation of the Solid Rocket Boosters. In the second part of the video the crew turns its attention to a variety of experiments inside the Shuttle's cabin. These experiments include the processing of several samples of materials in the glovebox facility in Columbia's middeck; the experiment called PEP, which involves heating samples as they resolidify; and the study of plant growth in space.

Tight coordination of aerial flight maneuvers and sonar call production in insectivorous bats

PubMed Central

Falk, Benjamin; Kasnadi, Joseph; Moss, Cynthia F.

2015-01-01

ABSTRACT Echolocating bats face the challenge of coordinating flight kinematics with the production of echolocation signals used to guide navigation. Previous studies of bat flight have focused on kinematics of fruit and nectar-feeding bats, often in wind tunnels with limited maneuvering, and without analysis of echolocation behavior. In this study, we engaged insectivorous big brown bats in a task requiring simultaneous turning and climbing flight, and used synchronized high-speed motion-tracking cameras and audio recordings to quantify the animals' coordination of wing kinematics and echolocation. Bats varied flight speed, turn rate, climb rate and wingbeat rate as they navigated around obstacles, and they adapted their sonar signals in patterning, duration and frequency in relation to the timing of flight maneuvers. We found that bats timed the emission of sonar calls with the upstroke phase of the wingbeat cycle in straight flight, and that this relationship changed when bats turned to navigate obstacles. We also characterized the unsteadiness of climbing and turning flight, as well as the relationship between speed and kinematic parameters. Adaptations in the bats' echolocation call frequency suggest changes in beam width and sonar field of view in relation to obstacles and flight behavior. By characterizing flight and sonar behaviors in an insectivorous bat species, we find evidence of exquisitely tight coordination of sensory and motor systems for obstacle navigation and insect capture. PMID:26582935

An Indispensable Ingredient: Flight Research and Aircraft Design

NASA Technical Reports Server (NTRS)

Gorn, Michael H.

2003-01-01

Flight research-the art of flying actual vehicles in the atmosphere in order to collect data about their behavior-has played a historic and decisive role in the design of aircraft. Naturally, wind tunnel experiments, computational fluid dynamics, and mathematical analyses all informed the judgments of the individuals who conceived of new aircraft. But flight research has offered moments of realization found in no other method. Engineer Dale Reed and research pilot Milt Thompson experienced one such epiphany on March 1, 1963, at the National Aeronautics and Space Administration s Dryden Flight Research Center in Edwards, California. On that date, Thompson sat in the cockpit of a small, simple, gumdrop-shaped aircraft known as the M2-F1, lashed by a long towline to a late-model Pontiac Catalina. As the Pontiac raced across Rogers Dry Lake, it eventually gained enough speed to make the M2-F1 airborne. Thompson braced himself for the world s first flight in a vehicle of its kind, called a lifting body because of its high lift-to-drag ratio. Reed later recounted what he saw:

Design and Flight Testing of an Inflatable Sunshield for the NGST

NASA Technical Reports Server (NTRS)

Adams, Michael L.; Culver, Harry L.; Kaufman, David M.; Pacini, Linda K.; Sturm, James; Lienard, Sebastien

2000-01-01

The Next Generation Space Telescope (NGST) mission is scheduled to launch in 2007 and be stationed at L2 for a mission life of ten years. The large aperture mirror and optical detectors aboard NGST require shielding from the constant solar energy seen at this orbit. The government reference NGST design, called the Yardstick, baselined a sunshield using an inflation deployment system. During the formulation phase, NGST is spending approximately 25% of the overall budget to foster the development of new technology. The goal is to develop and demonstrate enabling or enhancing technology and provide innovative solutions for the design of the NGST observatory. Inflatable technology falls in the category of enhancing technology due to its advantages in weight, stowed volume and cost. The Inflatable Sunshield in Space (ISIS) flight experiment will provide a realistic space flight demonstration of an inflatable sunshield. The supporting technology development program will provide an information base for the design, manufacture, assembly and testing of large thin membranes and inflatable structural elements for space structures. The ISIS experiment will demonstrate the feasibility of using inflatable technology to passively cool optical systems for NGST and provide correlation between analytical predictions and on orbit results. The experiment will be performed on a Hitchhiker/Space Shuttle mission in late 2001. The ISIS mission is an effort to address several major technical challenges of the NGST inflatable sunshield, namely controlled inflation deployment, plenarity and separation of large stretched membranes, space rigidization of inflatable booms, and dynamic modeling and simulation. This paper will describe the design of the flight experiment and the testing to be performed on-orbit.

Void Management in MEPHISTO and Other Space Experiments

NASA Technical Reports Server (NTRS)

deGroh, Henry C., III; Johnston, J. Christopher; Wei, Bingbo

1998-01-01

The second flight of NASA's Shuttle Flight experiment program known as MEPHISTO suffered from a void in the liquid portion of the sample, even though a piston arrangement was in place to keep the ampoule filled. In preparations for the next flight of the MEPHISTO furnace an animated computer program, called MEPHISTO Volume Visualizer (MVV), was written to help avoid the formation of unwanted voids. A piston system on MEPHISTO has the ability to move approximately 5 mm in compression, to accommodate expansion of the solid during heating; then from the completely compressed position, the piston can move up to 25 mm in towards the sample, effectively making the ampoule smaller and hopefully eliminating any voids. Due to the nature of the piston design and ampoule and sample arrangement, the piston has gotten stuck during normal directional solidification; this creates the risk of a void. To eliminate such a void, the liquid in the hot zones of the furnace can be heated, thereby expanding the liquid and consuming any void. The problem with this approach is that if the liquid is heated too much an overpressure could result, breaking the ampoule and ending the experiment catastrophically. The MVV has been found to be a useful tool in the assessment of the risks associated with the formation of a void and the additional heating of the liquid in the hot zone of this Bridgman type furnace. The MVV software will be discussed and copies available; it is written in the Delphi 2 programming language and runs under Windows 95 and NT. The strategies used in other flight experiments, such as the Isothermal Dendritic Growth Experiment, will also be presented.

Modern developments in electron-beam fluorescence

NASA Technical Reports Server (NTRS)

Cattolica, Robert J.

1991-01-01

Recent developments in the area of electron-beam fluorescence are discussed with special attention given to the experience in the use of the electron-beam fluorescence in flight research. A new measurement approach, called electron-photon fluorescence (EPF), is described, and it is shown that EPF offers the potential of overcoming some of the disadvantages of electron-beam fluorescence in high-density flows. Examples of using the EPF technique are presented.

Transient Region Coverage in the Propulsion IVHM Technology Experiment

NASA Technical Reports Server (NTRS)

Balaban, Edward; Sweet, Adam; Bajwa, Anupa; Maul, William; Fulton, Chris; Chicatelli, amy

2004-01-01

Over the last several years researchers at NASA Glenn and Ames Research Centers have developed a real-time fault detection and isolation system for propulsion subsystems of future space vehicles. The Propulsion IVHM Technology Experiment (PITEX), as it is called follows the model-based diagnostic methodology and employs Livingstone, developed at NASA Ames, as its reasoning engine. The system has been tested on,flight-like hardware through a series of nominal and fault scenarios. These scenarios have been developed using a highly detailed simulation of the X-34 flight demonstrator main propulsion system and include realistic failures involving valves, regulators, microswitches, and sensors. This paper focuses on one of the recent research and development efforts under PITEX - to provide more complete transient region coverage. It describes the development of the transient monitors, the corresponding modeling methodology, and the interface software responsible for coordinating the flow of information between the quantitative monitors and the qualitative, discrete representation Livingstone.

KSC-2014-2032

NASA Image and Video Library

2014-04-13

CAPE CANAVERAL, Fla. – At the News Center at NASA's Kennedy Space Center in Florida, Trent Smith of the agency's International Space Station Research and Utilization Office, discusses the Vegetable Production System "VEGGIE" experiment being launched to the ISS. This investigation will focus on the growth and development of "Outredgeous" Lettuce seedlings in the microgravity environment of space and its effects on composition of microbial flora in the Veggie facility. Plans call for lettuce plants to be harvested in-orbit, frozen and returned to the ground for post-flight evaluation. Scheduled for launch on April 14, 2014 atop a Falcon 9 rocket, Dragon spacecraft will be marking its fourth trip to the space station. The SpaceX-3 mission carrying almost 2.5 tons of supplies, technology and science experiments is the third of 12 flights contracted by NASA to resupply the orbiting laboratory. For more information, visit http://www.nasa.gov/mission_pages/station/structure/launch/index.html Photo credit: NASA/Kim Shiflett

KSC-2014-2035

NASA Image and Video Library

2014-04-13

CAPE CANAVERAL, Fla. – The International Space Station's Vegetable Production System "VEGGIE" experiment is on display in the News Center at NASA's Kennedy Space Center in Florida. This investigation will focus on the growth and development of "Outredgeous" Lettuce seedlings in the microgravity environment of space and its effects on composition of microbial flora in the VEGGIE facility. Plans call for lettuce plants to be harvested in-orbit, frozen and returned to the ground for post-flight evaluation. Scheduled for launch on April 14, 2014 atop a Falcon 9 rocket, Dragon spacecraft will be marking its fourth trip to the space station. The SpaceX-3 mission carrying almost 2.5 tons of supplies, technology and science experiments is the third of 12 flights contracted by NASA to resupply the orbiting laboratory. For more information, visit http://www.nasa.gov/mission_pages/station/structure/launch/index.html Photo credit: NASA/Kim Shiflett

KSC-2014-2033

NASA Image and Video Library

2014-04-13

CAPE CANAVERAL, Fla. – At the News Center at NASA's Kennedy Space Center in Florida, Trent Smith of the agency's International Space Station Research and Utilization Office, discusses the Vegetable Production System "VEGGIE" experiment being launched to the ISS. This investigation will focus on the growth and development of "Outredgeous" Lettuce seedlings in the microgravity environment of space and its effects on composition of microbial flora in the Veggie facility. Plans call for lettuce plants to be harvested in-orbit, frozen and returned to the ground for post-flight evaluation. Scheduled for launch on April 14, 2014 atop a Falcon 9 rocket, Dragon spacecraft will be marking its fourth trip to the space station. The SpaceX-3 mission carrying almost 2.5 tons of supplies, technology and science experiments is the third of 12 flights contracted by NASA to resupply the orbiting laboratory. For more information, visit http://www.nasa.gov/mission_pages/station/structure/launch/index.html Photo credit: NASA/Kim Shiflett

KSC-2014-2030

NASA Image and Video Library

2014-04-13

CAPE CANAVERAL, Fla. – The International Space Station's Vegetable Production System "VEGGIE" experiment is on display in the News Center at NASA's Kennedy Space Center in Florida. This investigation will focus on the growth and development of "Outredgeous" Lettuce seedlings in the microgravity environment of space and its effects on composition of microbial flora in the VEGGIE facility. Plans call for lettuce plants to be harvested in-orbit, frozen and returned to the ground for post-flight evaluation. Scheduled for launch on April 14, 2014 atop a Falcon 9 rocket, Dragon spacecraft will be marking its fourth trip to the space station. The SpaceX-3 mission carrying almost 2.5 tons of supplies, technology and science experiments is the third of 12 flights contracted by NASA to resupply the orbiting laboratory. For more information, visit http://www.nasa.gov/mission_pages/station/structure/launch/index.html Photo credit: NASA/Kim Shiflett

KSC-2014-2031

NASA Image and Video Library

2014-04-13

CAPE CANAVERAL, Fla. – At the News Center at NASA's Kennedy Space Center in Florida, Trent Smith of the agency's International Space Station Research and Utilization Office, discusses the Vegetable Production System "VEGGIE" experiment being launched to the ISS. This investigation will focus on the growth and development of "Outredgeous" Lettuce seedlings in the microgravity environment of space and its effects on composition of microbial flora in the Veggie facility. Plans call for lettuce plants to be harvested in-orbit, frozen and returned to the ground for post-flight evaluation. Scheduled for launch on April 14, 2014 atop a Falcon 9 rocket, Dragon spacecraft will be marking its fourth trip to the space station. The SpaceX-3 mission carrying almost 2.5 tons of supplies, technology and science experiments is the third of 12 flights contracted by NASA to resupply the orbiting laboratory. For more information, visit http://www.nasa.gov/mission_pages/station/structure/launch/index.html Photo credit: NASA/Kim Shiflett

KSC-2014-2034

NASA Image and Video Library

2014-04-13

CAPE CANAVERAL, Fla. – At the News Center at NASA's Kennedy Space Center in Florida, Trent Smith of the agency's International Space Station Research and Utilization Office, discusses the Vegetable Production System "VEGGIE" experiment being launched to the ISS. This investigation will focus on the growth and development of "Outredgeous" Lettuce seedlings in the microgravity environment of space and its effects on composition of microbial flora in the Veggie facility. Plans call for lettuce plants to be harvested in-orbit, frozen and returned to the ground for post-flight evaluation. Scheduled for launch on April 14, 2014 atop a Falcon 9 rocket, Dragon spacecraft will be marking its fourth trip to the space station. The SpaceX-3 mission carrying almost 2.5 tons of supplies, technology and science experiments is the third of 12 flights contracted by NASA to resupply the orbiting laboratory. For more information, visit http://www.nasa.gov/mission_pages/station/structure/launch/index.html Photo credit: NASA/Kim Shiflett

STS-77 Flight Day 6

NASA Technical Reports Server (NTRS)

1996-01-01

On this sixth day of the STS-77 mission, the flight crew, Cmdr. John H. Casper, Pilot Curtis L. Brown, Jr., and Mission Specialists Andrew S.W. Thomas, Ph.D., Daniel W. Bursch, Mario Runco, Jr., and Marc Garneau, Ph.D., spend some time relaxing, then go back to working in the Spacehab module and preparing to revisit a small cylindrical satellite that they deployed on the mission's third day. Commander John Casper and Pilot Curt Brown monitor Endeavour's systems. Mission Specialist Mario Runco tests an attitude determination system using the GPS attitude and navigation experiment called GANE. The remaining crew members, Mission Specialists Andy Thomas, Dan Bursch and Marc Garneau monitor the health of experiments ongoing in the Spacehab and on the middeck of the orbiter. The crew also conduct a health check of the Aquatic Research Facility (ARF) which contains starfish, mussels and sea urchins.

Perception of silent and motionless prey on vegetation by echolocation in the gleaning bat Micronycteris microtis.

PubMed

Geipel, Inga; Jung, Kirsten; Kalko, Elisabeth K V

2013-03-07

Gleaning insectivorous bats that forage by using echolocation within dense forest vegetation face the sensorial challenge of acoustic masking effects. Active perception of silent and motionless prey in acoustically cluttered environments by echolocation alone has thus been regarded impossible. The gleaning insectivorous bat Micronycteris microtis however, forages in dense understory vegetation and preys on insects, including dragonflies, which rest silent and motionless on vegetation. From behavioural experiments, we show that M. microtis uses echolocation as the sole sensorial modality for successful prey perception within a complex acoustic environment. All individuals performed a stereotypical three-dimensional hovering flight in front of prey items, while continuously emitting short, multi-harmonic, broadband echolocation calls. We observed a high precision in target localization which suggests that M. microtis perceives a detailed acoustic image of the prey based on shape, surface structure and material. Our experiments provide, to our knowledge, the first evidence that a gleaning bat uses echolocation alone for successful detection, classification and precise localization of silent and motionless prey in acoustic clutter. Overall, we conclude that the three-dimensional hovering flight of M. microtis in combination with a frequent emission of short, high-frequency echolocation calls is the key for active prey perception in acoustically highly cluttered environments.

Perception of silent and motionless prey on vegetation by echolocation in the gleaning bat Micronycteris microtis

PubMed Central

Geipel, Inga; Jung, Kirsten; Kalko, Elisabeth K. V.

2013-01-01

Gleaning insectivorous bats that forage by using echolocation within dense forest vegetation face the sensorial challenge of acoustic masking effects. Active perception of silent and motionless prey in acoustically cluttered environments by echolocation alone has thus been regarded impossible. The gleaning insectivorous bat Micronycteris microtis however, forages in dense understory vegetation and preys on insects, including dragonflies, which rest silent and motionless on vegetation. From behavioural experiments, we show that M. microtis uses echolocation as the sole sensorial modality for successful prey perception within a complex acoustic environment. All individuals performed a stereotypical three-dimensional hovering flight in front of prey items, while continuously emitting short, multi-harmonic, broadband echolocation calls. We observed a high precision in target localization which suggests that M. microtis perceives a detailed acoustic image of the prey based on shape, surface structure and material. Our experiments provide, to our knowledge, the first evidence that a gleaning bat uses echolocation alone for successful detection, classification and precise localization of silent and motionless prey in acoustic clutter. Overall, we conclude that the three-dimensional hovering flight of M. microtis in combination with a frequent emission of short, high-frequency echolocation calls is the key for active prey perception in acoustically highly cluttered environments. PMID:23325775

News Education: Physics Education Networks meeting has global scale Competition: Competition seeks the next Brian Cox Experiment: New measurement of neutrino time-of-flight consistent with the speed of light Event: A day for all those who teach physics Conference: Students attend first Anglo-Japanese international science conference Celebration: Will 2015 be the 'Year of Light'? Teachers: Challenging our intuition in spectacular fashion: the fascinating world of quantum physics awaits Research: Science sharpens up sport Learning: Kittinger and Baumgartner: on a mission to the edge of space International: London International Youth Science Forum calls for leading young scientists Competition: Physics paralympian challenge needs inquisitive, analytical, artistic and eloquent pupils Forthcoming events

NASA Astrophysics Data System (ADS)

2012-05-01

Education: Physics Education Networks meeting has global scale Competition: Competition seeks the next Brian Cox Experiment: New measurement of neutrino time-of-flight consistent with the speed of light Event: A day for all those who teach physics Conference: Students attend first Anglo-Japanese international science conference Celebration: Will 2015 be the 'Year of Light'? Teachers: Challenging our intuition in spectacular fashion: the fascinating world of quantum physics awaits Research: Science sharpens up sport Learning: Kittinger and Baumgartner: on a mission to the edge of space International: London International Youth Science Forum calls for leading young scientists Competition: Physics paralympian challenge needs inquisitive, analytical, artistic and eloquent pupils Forthcoming events

Soviet space flight: the human element.

PubMed

Garshnek, V

1988-05-01

Building on past experience and knowledge, the Soviet manned space flight effort has become broad, comprehensive, and forward-looking. Their long-running space station program has provided the capabilities to investigate long-term effects of microgravity on human physiology and behavior and test various countermeasures against microgravity-induced physiological deconditioning. Since the beginning of Soviet manned space flight, the biomedical training and preparation of cosmonauts has evolved from a process that increased human tolerance to space flight factors, to a system of interrelated measures to prepare cosmonauts physically and psychologically to live and work in space. Currently, the Soviet Union is constructing a multimodular space station, the Mir. With the emergence of dedicated laboratory modules, the Soviets have begun the transition from small-scale experimental research to large-scale production activities and specialized scientific work in space. In the future, additional laboratory modules will be added, including one dedicated to biomedical research, called the "Medilab." The longest manned space flight to date (326 days) has been completed by the Soviets. The biomedical effects of previous long-duration flights, and perhaps those of still greater length, may contribute important insight ito the possibility of extended missions beyond Earth, such as a voyage to Mars.

High powered rocketry: design, construction, and launching experience and analysis

NASA Astrophysics Data System (ADS)

Paulson, Pryce; Curtis, Jarret; Bartel, Evan; Owens Cyr, Waycen; Lamsal, Chiranjivi

2018-01-01

In this study, the nuts and bolts of designing and building a high powered rocket have been presented. A computer simulation program called RockSim was used to design the rocket. Simulation results are consistent with time variations of altitude, velocity, and acceleration obtained in the actual flight. The actual drag coefficient was determined by using altitude back-tracking method and found to be 0.825. Speed of the exhaust determined to be 2.5 km s-1 by analyzing the thrust curve of the rocket. Acceleration in the coasting phase of the flight, represented by the second-degree polynomial of a small leading coefficient, have been found to approach ‘-g’ asymptotically.

Technicians monitor USMP-4 experiments being prepared for flight on STS-87 in the SSPF

NASA Technical Reports Server (NTRS)

1997-01-01

Technicians are monitoring experiments on the United States Microgravity Payload-4 (USMP-4) in preparation for its scheduled launch aboard STS-87 on Nov. 19 from Kennedy Space Center (KSC). USMP-4 experiments are prepared in the Space Station Processing Facility at KSC. The large white vertical cylinder in the center of the photo is the Advanced Automated Directional Solidification Furnace (AADSF), which is a sophisticated materials science facility used for studying a common method of processing semiconductor crystals called directional solidification. The white horizontal tube to the right is the Isothermal Dendritic Growth Experiment (IDGE), which will be used to study the dendritic solidification of molten materials in the microgravity environment.

Kilowatt Reactor Using Stirling TechnologY (KRUSTY) Demonstration. CEDT Phase 1 Preliminary Design Documentation

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sanchez, Rene Gerardo; Hutchinson, Jesson D.; Mcclure, Patrick Ray

2015-08-20

The intent of the integral experiment request IER 299 (called KiloPower by NASA) is to assemble and evaluate the operational performance of a compact reactor configuration that closely resembles the flight unit to be used by NASA to execute a deep space exploration mission. The reactor design will include heat pipes coupled to Stirling engines to demonstrate how one can generate electricity when extracting energy from a “nuclear generated” heat source. This series of experiments is a larger scale follow up to the DUFF series of experiments1,2 that were performed using the Flat-Top assembly.

Linear Aerospike SR-71 Experiment (LASRE) ground cold flow test

NASA Technical Reports Server (NTRS)

1998-01-01

This photograph shows a ground cold flow test of the linear aerospike rocket engine mounted on the rear fuselage of an SR-71. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Citizen Science and Citizen Space Exploration: Potentials for Professional Collaboration

NASA Astrophysics Data System (ADS)

Wright, E.

2012-12-01

Citizens in Space is a project of the United States Rocket Academy, with the goal of promoting citizen science and citizen space exploration. This goal is enabled by the new reusable suborbital spacecraft now under development by multiple companies in the US. For the first phase of this project, we have acquired a contract for 10 flights on the Lynx suborbital spacecraft, which is under construction by XCOR Aerospace in Mojave, CA. This represents, to the best of our knowledge, the largest single bulk purchase of suborbital flights to date. Citizens in Space has published an open call for experiments to fly on these missions, which we expect will begin in late 2013 or early 2014. We will be selecting approx. 100 small experiments and 10 citizen astronauts to fly as payload operators. Although our primary goal is to encourage citizen science, these flight opportunities are also open to professional researchers who have payloads that meet our criteria. We believe that the best citizen-science projects are collaborations between professional and citizen scientists. We will discuss various ways in which professional scientists can collaborate with citizen scientists to take advantage of the flight opportunities provided by our program. We will discuss the capabilities of the Lynx vehicle, the 1u- and 2u-CubeSat form factor we are using for our payloads, and general considerations for payload integration. As an example of the payloads we can accommodate, we will discuss a NASA-inspired experiment to collect particles from the upper atmosphere.;

Time-of-flight mass spectrometry: Introduction to the basics.

PubMed

Boesl, Ulrich

2017-01-01

The intention of this tutorial is to introduce into the basic concepts of time-of-flight mass spectrometry, beginning with the most simple single-stage ion source with linear field-free drift region and continuing with two-stage ion sources combined with field-free drift regions and ion reflectors-the so-called reflectrons. Basic formulas are presented and discussed with the focus on understanding the physical relations of geometric and electric parameters, initial distribution of ionic parameters, ion flight times, and ion flight time incertitude. This tutorial is aimed to help the applicant to identify sources of flight time broadening which limit good mass resolution and sources of ion losses which limit sensitivity; it is aimed to stimulate creativity for new experimental approaches by discussing a choice of instrumental options and to encourage those who toy with the idea to build an own time-of-flight mass spectrometer. Large parts of mathematics are shifted into a separate chapter in order not to overburden the text with too many mathematical deviations. Rather, thumb-rule formulas are supplied for first estimations of geometry and potentials when designing a home-built instrument, planning experiments, or searching for sources of flight time broadening. © 2016 Wiley Periodicals, Inc. Mass Spec Rev 36:86-109, 2017. © 2016 Wiley Periodicals, Inc.

Tight coordination of aerial flight maneuvers and sonar call production in insectivorous bats.

PubMed

Falk, Benjamin; Kasnadi, Joseph; Moss, Cynthia F

2015-11-01

Echolocating bats face the challenge of coordinating flight kinematics with the production of echolocation signals used to guide navigation. Previous studies of bat flight have focused on kinematics of fruit and nectar-feeding bats, often in wind tunnels with limited maneuvering, and without analysis of echolocation behavior. In this study, we engaged insectivorous big brown bats in a task requiring simultaneous turning and climbing flight, and used synchronized high-speed motion-tracking cameras and audio recordings to quantify the animals' coordination of wing kinematics and echolocation. Bats varied flight speed, turn rate, climb rate and wingbeat rate as they navigated around obstacles, and they adapted their sonar signals in patterning, duration and frequency in relation to the timing of flight maneuvers. We found that bats timed the emission of sonar calls with the upstroke phase of the wingbeat cycle in straight flight, and that this relationship changed when bats turned to navigate obstacles. We also characterized the unsteadiness of climbing and turning flight, as well as the relationship between speed and kinematic parameters. Adaptations in the bats' echolocation call frequency suggest changes in beam width and sonar field of view in relation to obstacles and flight behavior. By characterizing flight and sonar behaviors in an insectivorous bat species, we find evidence of exquisitely tight coordination of sensory and motor systems for obstacle navigation and insect capture. © 2015. Published by The Company of Biologists Ltd.

NASA Sea Ice and Snow Validation Program for the DMSP SSM/I: NASA DC-8 flight report

NASA Technical Reports Server (NTRS)

Cavalieri, D. J.

1988-01-01

In June 1987 a new microwave sensor called the Special Sensor Microwave Imager (SSM/I) was launched as part of the Defense Meteorological Satellite Program (DMSP). In recognition of the importance of this sensor to the polar research community, NASA developed a program to acquire the data, to convert the data into sea ice parameters, and finally to validate and archive both the SSM/I radiances and the derived sea ice parameters. Central to NASA's sea ice validation program was a series of SSM/I aircraft underflights with the NASA DC-8 airborne Laboratory. The mission (the Arctic '88 Sea Ice Mission) was completed in March 1988. This report summarizes the mission and includes a summary of aircraft instrumentation, coordination with participating Navy aircraft, flight objectives, flight plans, data collected, SSM/I orbits for each day during the mission, and lists several piggyback experiments supported during this mission.

Telescience in the Space Station era

NASA Technical Reports Server (NTRS)

Schmerling, E. R.

1988-01-01

Telescience refers to the development of systems where participants involved in research in space can access their fellow scientists and the appropriate NASA services before flight, during flight, and after flight, preferably from their home institutions and through the same equipment. Telescience requires integration of available technologies to develop computer environments that maintain interoperability across different disciplines and different portions of the lifetimes of space experiments, called teledesign, teleoperations, and teleanalysis. Participants in the NASA Telescience Testbed Program are using a rigid prototyping approach to evaluate the necessary technologies and select the options and tradeoffs that best suit their accustomed modalities. The concept of transaction management is described, where the emphasis is placed on the effects of commands, whether event-generated onboard the spacecraft or sent up from the ground. Interoperability, security, and privacy issues are also discussed, and the Telescience Testbed Pilot Program is described.

Design and preparation of a particle dynamics space flight experiment, SHIVA.

PubMed

Trolinger, James D; L'Esperance, Drew; Rangel, Roger H; Coimbra, Carlos F M; Witherow, William K

2004-11-01

This paper describes the flight experiment, supporting ground science, and the design rationale for a project on spaceflight holography investigation in a virtual apparatus (SHIVA). SHIVA is a fundamental study of particle dynamics in fluids in microgravity. Gravitation effects and steady Stokes drag often dominate the equations of motion of a particle in a fluid and consequently microgravity provides an ideal environment in which to study the other forces, such as the pressure and viscous drag and especially the Basset history force. We have developed diagnostic recording methods using holography to save all of the particle field optical characteristics, essentially allowing the experiment to be transferred from space back to Earth in what we call the "virtual apparatus" for microgravity experiments on Earth. We can quantify precisely the three-dimensional motion of sets of particles, allowing us to test and apply new analytic solutions developed by members of the team. In addition to employing microgravity to augment the fundamental study of these forces, the resulting data will allow us to quantify and understand the ISS environment with great accuracy. This paper shows how we used both experiment and theory to identify and resolve critical issues and to produce an optimal experimental design that exploits microgravity for the study. We examined the response of particles of specific gravity from 0.1 to 20, with radii from 0.2 to 2 mm, to fluid oscillation at frequencies up to 80 Hz with amplitudes up to 200 microns. To observe some of the interesting effects predicted by the new solutions requires the precise location of the position of a particle in three dimensions. To this end we have developed digital holography algorithms that enable particle position location to a small fraction of a pixel in a CCD array. The spaceflight system will record holograms both on film and electronically. The electronic holograms can be downlinked providing real-time data, essentially acting like a remote window into the ISS experimental chamber. Ground experiments have provided input to a flight system design that can meet the requirements for a successful experiment on ISS. Moreover the ground experiments have provided a definitive, quantitative observation of the Basset history force over a wide range of conditions. Results of the ground experiments, the flight experiment design, preliminary flight hardware design, and data analysis procedures are reported.

'No cost of echolocation for flying bats' revisited.

PubMed

Voigt, Christian C; Lewanzik, Daniel

2012-08-01

Echolocation is energetically costly for resting bats, but previous experiments suggested echolocation to come at no costs for flying bats. Yet, previous studies did not investigate the relationship between echolocation, flight speed, aerial manoeuvres and metabolism. We re-evaluated the 'no-cost' hypothesis, by quantifying the echolocation pulse rate, the number of aerial manoeuvres (landings and U-turns), and the costs of transport in the 5-g insectivorous bat Rhogeessa io (Vespertilionidae). On average, bats (n = 15) travelled at 1.76 ± 0.36 m s⁻¹ and performed 11.2 ± 6.1 U-turns and 2.8 ± 2.9 ground landings when flying in an octagonal flight cage. Bats made more U-turns with decreasing wing loading (body weight divided by wing area). At flight, bats emitted 19.7 ± 2.7 echolocation pulses s⁻¹ (range 15.3-25.8 pulses s⁻¹), and metabolic rate averaged 2.84 ± 0.95 ml CO₂ min⁻¹, which was more than 16 times higher than at rest. Bats did not echolocate while not engaged in flight. Costs of transport were not related to the rate of echolocation pulse emission or the number of U-turns, but increased with increasing number of landings; probably as a consequence of slower travel speed when staying briefly on ground. Metabolic power of flight was lower than predicted for R. io under the assumption that energetic costs of echolocation call production is additive to the aerodynamic costs of flight. Results of our experiment are consistent with the notion that echolocation does not add large energetic costs to the aerodynamic power requirements of flight in bats.

Wheels-Off Time Uncertainty Impact on Benefits of Early Call for Release Scheduling

NASA Technical Reports Server (NTRS)

Palopo, Kee; Chatterji, Gano B.; Almog, Noam

2017-01-01

Arrival traffic scenarios with 808 flights from 173 airports to Houston George Bush International airport are simulated to determine if Call For Release flights can receive a benefit in terms of less delay over other flights by scheduling prior to gate pushback (look-ahead in time) as opposed to at gate pushback. Call for Release flights are departures that require approval from Air Route Traffic Control Center prior to release. Realism is brought to the study by including gate departure delay and taxi-out delay uncertainties for the 77 major U. S. airports. Gate departure delay uncertainty is assumed to increase as a function of look-ahead time. Results show that Call For Release flights from an airport within the freeze horizon (a region surrounding the arrival airport) can get an advantage over other flights to a capacity constrained airport by scheduling prior to gate pushback, provided the wheels-off time uncertainty with respect to schedule is controlled to a small value, such as within a three-minute window. Another finding of the study is that system delay, measured as the sum of arrival delays, is smaller when flights are scheduled in the order of arrival compared to in the order of departure. Because flights from airports within the freeze horizon are scheduled in the order of departure, an increase in the number of internal airports with a larger freeze horizon increases system delay. Delay in the given scenario was found to increase by 126% (from 13.8 hours to 31.2 hours) as freeze horizon was increased from 30-minutes to 2-hours in the baseline scenario.

Comparison of theoretical and flight-measured local flow aerodynamics for a low-aspect-ratio fin

NASA Technical Reports Server (NTRS)

Johnson, J. B.; Sandlin, D. R.

1984-01-01

Flight test and theoretical aerodynamic data were obtained for a flight test fixture mounted on the underside of an F-104G aircraft. The theoretical data were generated using two codes, a two dimensional transonic code called Code H, and a three dimensional subsonic and supersonic code call wing-body. Pressure distributions generated by the codes for the flight test fixture as well as boundary layer displacement thickness generated by the two dimensional code were compared to the flight test data. The two dimensional code pressure distributions compared well except at the minimum pressure point and trailing edge. Shock locations compared well except at high transonic speeds. The three dimensional code pressure distributions compared well except at the trailing edge of the flight test fixture. The two dimensional code does not predict displacement thickness of the flight test fixture well.

Marshburn configures FIR/LMM ACE hardware, in the U.S. Laboratory

NASA Image and Video Library

2013-02-21

ISS034-E-051798 (21 Feb. 2013) --- NASA astronaut Tom Marshburn, Expedition 34 flight engineer, configures one of the experiment racks in the U.S. lab called Destiny aboard the International Space Station in Earth orbit. ACE produces microscopic images of materials which contain small colloidal particles, and it examines flow characteristics and the evolution and ordering effects within these colloidal materials in 1-G and micro-G environments.

From an automated flight-test management system to a flight-test engineer's workstation

NASA Technical Reports Server (NTRS)

Duke, E. L.; Brumbaugh, R. W.; Hewett, M. D.; Tartt, D. M.

1992-01-01

Described here are the capabilities and evolution of a flight-test engineer's workstation (called TEST PLAN) from an automated flight-test management system. The concept and capabilities of the automated flight-test management system are explored and discussed to illustrate the value of advanced system prototyping and evolutionary software development.

From an automated flight-test management system to a flight-test engineer's workstation

NASA Technical Reports Server (NTRS)

Duke, E. L.; Brumbaugh, Randal W.; Hewett, M. D.; Tartt, D. M.

1991-01-01

The capabilities and evolution is described of a flight engineer's workstation (called TEST-PLAN) from an automated flight test management system. The concept and capabilities of the automated flight test management systems are explored and discussed to illustrate the value of advanced system prototyping and evolutionary software development.

Legacy of Biomedical Research During the Space Shuttle Program

NASA Technical Reports Server (NTRS)

Hayes, Judith C.

2011-01-01

The Space Shuttle Program provided many opportunities to study the role of spaceflight on human life for over 30 years and represented the longest and largest US human spaceflight program. Outcomes of the research were understanding the effect of spaceflight on human physiology and performance, countermeasures, operational protocols, and hardware. The Shuttle flights were relatively short, < 16 days and routinely had 4 to 6 crewmembers for a total of 135 flights. Biomedical research was conducted on the Space Shuttle using various vehicle resources. Specially constructed pressurized laboratories called Spacelab and SPACEHAB housed many laboratory instruments to accomplish experiments in the Shuttle s large payload bay. In addition to these laboratory flights, nearly every mission had dedicated human life science research experiments conducted in the Shuttle middeck. Most Shuttle astronauts participated in some life sciences research experiments either as test subjects or test operators. While middeck experiments resulted in a low sample per mission compared to many Earth-based studies, this participation allowed investigators to have repetition of tests over the years on successive Shuttle flights. In addition, as a prelude to the International Space Station (ISS), NASA used the Space Shuttle as a platform for assessing future ISS hardware systems and procedures. The purpose of this panel is to provide an understanding of science integration activities required to implement Shuttle research, review biomedical research, characterize countermeasures developed for Shuttle and ISS as well as discuss lessons learned that may support commercial crew endeavors. Panel topics include research integration, cardiovascular physiology, neurosciences, skeletal muscle, and exercise physiology. Learning Objective: The panel provides an overview from the Space Shuttle Program regarding research integration, scientific results, lessons learned from biomedical research and countermeasure development.

An aeroelastician's perspective of wind tunnel and flight experiences with active control of structural response and stability

NASA Technical Reports Server (NTRS)

Hanson, P. W.

1984-01-01

Active controls technology is assessed based on a review of most of the wind-tunnel and flight tests and actual applications of active control concepts since the late sixties. The distinction is made between so-called ""rigid-body'' active control functions and those that involve significant modification of structural elastic response or stability. Both areas are reviewed although the focus is on the latter area. The basic goals and major results of the various studies or applications are summarized, and the anticipated use of active controls on current and near-future research and demonstration aircraft is discussed. Some of the ""holes'' remaining in the feasbility/benefits demonstration of active controls technology are examined.

78 FR 8361 - Flightcrew Member Duty and Rest Requirements; Technical Correction

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-06

...). Because these short-call-reserve limits were not intended to be more stringent than flight-duty-period... short-call reserve to have the same extension as a flight duty period. Accordingly, in the final rule... [Docket No. FAA-2009-1093; Amdt. Nos. 117-1, 119-16, 121-357] RIN 2120-AJ58 Flightcrew Member Duty and...

Japanese Balloon Program

NASA Astrophysics Data System (ADS)

Yoshida, Tetsuya; Fuke, Hideyuki; Shoji, Yasuhiro; Iijima, Issei; Izutsu, Naoki; Kato, Yoichi; Matsuzaka, Yukihiko; Mizuta, Eiichi; Sato, Takatoshi; Tamura, Keisuke; Saito, Yoshitaka; Kakehashi, Yuya

2012-07-01

Institute of Space and Astronautical Science, Japan Aerospace Exploration Agency conducts domestic balloon campaigns at Taiki Aerospace Research Field (TARF) in Hokkaido since 2008. The ballooning at TARF becomes stable after four year operation. Because the field faces to the Pacific Ocean, heavy balloons and payloads can be launched safely using a very unique sliding launcher. Recoveries at the inshore along the Tokachi coast can be done very quickly and smoothly. Unfortunately, flight opportunities are recently limited due to unfriendly weather condition. Unstable Jet stream also prevents us to have so-called `boomerang flight' to achieve long flight duration more than several hours. Six balloon-borne experiments were carried out in 2010 and 2011. Three of them were demonstrations of challenges of space engineering, two were in-situ atmospheric observation, and one was the technical flight of new high-resolution γ-ray telescope. In addition to these flights, we carried out two launches for next generation balloons: one for Tawara-shaped superpressure balloon and the other for ultra-thin high-altitude balloon. In this paper, recent activities of the Japanese scientific balloon program will be introduced. On-going development of the balloon system will also be presented.

A Study of Reflected Sonic Booms Using Airborne Measurements

NASA Technical Reports Server (NTRS)

Kantor, Samuel R.; Cliatt, Larry J., II

2017-01-01

In support of ongoing efforts to bring commercial supersonic flight to the public, the Sonic Booms in Atmospheric Turbulence (SonicBAT) flight test was conducted at NASA Armstrong Flight Research Center. During this test, airborne sonic boom measurements were made using an instrumented TG-14 motor glider, called the Airborne Acoustic Measurement Platform (AAMP).During the flight program, the AAMP was consistently able to measure the sonic boom wave that was reflected off of the ground, in addition to the incident wave, resulting in the creation of a completely unique data set of airborne sonic boom reflection measurements. This paper focuses on using this unique data set to investigate the ability of sonic boom modeling software to calculate sonic boom reflections. Because the algorithms used to model sonic boom reflections are also used to model the secondary carpet and over the top booms, the use of actual flight data is vital to improving the understanding of the effects of sonic booms outside of the primary carpet. Understanding these effects becomes especially important as the return of commercial supersonic approaches, as well as ensuring the accuracy of mission planning for future experiments.

Technicians monitor USMP-4 experiments being prepared for flight on STS-87 in the SSPF

NASA Technical Reports Server (NTRS)

1997-01-01

Technicians are monitoring experiments on the United States Microgravity Payload-4 (USMP-4) in preparation for its scheduled launch aboard STS-87 on Nov. 19 from Kennedy Space Center (KSC). USMP-4 experiments are prepared in the Space Station Processing Facility at KSC. The large white vertical cylinder at the right of the photo is the Advanced Automated Directional Solidification Furnace (AADSF ), which is a sophisticated materials science facility used for studying a common method of processing semiconductor crystals called directional solidification. The technician in the middle of the photo is leaning over MEPHISTO, a cooperative American-French investigation of the fundamentals of crystal growth.

The Effect of a Monocular Helmet-Mounted Display on Aircrew Health: A Longitudinal Cohort Study of Apache AH Mk 1 Pilots -(Vision and Handedness)

DTIC Science & Technology

2015-05-19

reported by U.S. Army aviators using NVG for night flights (Glick and Moser, 1974). It was initially, and incorrectly, called “brown eye syndrome ...112 FREQUENCY Never Rarely Occasionally Often Eye irritation Eye pain Blurred vision Dry eye ... Eye pain Blurred vision Dry eye Light sensitivity j. Since your last contact lens review, did you experience any of the following

Fine-tuned echolocation and capture-flight of Myotis capaccinii when facing different-sized insect and fish prey.

PubMed

Aizpurua, Ostaizka; Aihartza, Joxerra; Alberdi, Antton; Baagøe, Hans J; Garin, Inazio

2014-09-15

Formerly thought to be a strictly insectivorous trawling bat, recent studies have shown that Myotis capaccinii also preys on fish. To determine whether differences exist in bat flight behaviour, prey handling and echolocation characteristics when catching fish and insects of different size, we conducted a field experiment focused on the last stage of prey capture. We used synchronized video and ultrasound recordings to measure several flight and dip features as well as echolocation characteristics, focusing on terminal buzz phase I, characterized by a call rate exceeding 100 Hz, and buzz phase II, characterized by a drop in the fundamental well below 20 kHz and a repetition rate exceeding 150 Hz. When capturing insects, bats used both parts of the terminal phase to the same extent, and performed short and superficial drags on the water surface. In contrast, when preying on fish, buzz I was longer and buzz II shorter, and the bats made longer and deeper dips. These variations suggest that lengthening buzz I and shortening buzz II when fishing is beneficial, probably because buzz I gives better discrimination ability and the broader sonar beam provided by buzz II is useless when no evasive flight of the prey is expected. Additionally, bats continued emitting calls beyond the theoretical signal-overlap zone, suggesting that they might obtain information even when they have surpassed that threshold, at least initially. This study shows that M. capaccinii can regulate the temporal components of its feeding buzzes and modify prey capture technique according to the target. © 2014. Published by The Company of Biologists Ltd.

14 CFR 135.100 - Flight crewmember duties.

Code of Federal Regulations, 2011 CFR

2011-01-01

... operation of the aircraft. Duties such as company required calls made for such nonsafety related purposes as... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Flight crewmember duties. 135.100 Section... Operations § 135.100 Flight crewmember duties. (a) No certificate holder shall require, nor may any flight...

SR-71 wind tunnel scale model with LASRE pod

NASA Technical Reports Server (NTRS)

1996-01-01

This is a photo of the SR-71 scale wind tunnel model showing the Linear Aerospike SR Experiment (LASRE) pod attachment location. The model was on display for the LASRE fit-check at the Lockheed Martin Skunkworks on Feb. 15, 1996, in Palmdale, California. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Timing matters: sonar call groups facilitate target localization in bats.

PubMed

Kothari, Ninad B; Wohlgemuth, Melville J; Hulgard, Katrine; Surlykke, Annemarie; Moss, Cynthia F

2014-01-01

To successfully negotiate a cluttered environment, an echolocating bat must control the timing of motor behaviors in response to dynamic sensory information. Here we detail the big brown bat's adaptive temporal control over sonar call production for tracking prey, moving predictably or unpredictably, under different experimental conditions. We studied the adaptive control of vocal-motor behaviors in free-flying big brown bats, Eptesicus fuscus, as they captured tethered and free-flying insects, in open and cluttered environments. We also studied adaptive sonar behavior in bats trained to track moving targets from a resting position. In each of these experiments, bats adjusted the features of their calls to separate target and clutter. Under many task conditions, flying bats produced prominent sonar sound groups identified as clusters of echolocation pulses with relatively stable intervals, surrounded by longer pulse intervals. In experiments where bats tracked approaching targets from a resting position, bats also produced sonar sound groups, and the prevalence of these sonar sound groups increased when motion of the target was unpredictable. We hypothesize that sonar sound groups produced during flight, and the sonar call doublets produced by a bat tracking a target from a resting position, help the animal resolve dynamic target location and represent the echo scene in greater detail. Collectively, our data reveal adaptive temporal control over sonar call production that allows the bat to negotiate a complex and dynamic environment.

Timing matters: sonar call groups facilitate target localization in bats

PubMed Central

Kothari, Ninad B.; Wohlgemuth, Melville J.; Hulgard, Katrine; Surlykke, Annemarie; Moss, Cynthia F.

2014-01-01

To successfully negotiate a cluttered environment, an echolocating bat must control the timing of motor behaviors in response to dynamic sensory information. Here we detail the big brown bat's adaptive temporal control over sonar call production for tracking prey, moving predictably or unpredictably, under different experimental conditions. We studied the adaptive control of vocal-motor behaviors in free-flying big brown bats, Eptesicus fuscus, as they captured tethered and free-flying insects, in open and cluttered environments. We also studied adaptive sonar behavior in bats trained to track moving targets from a resting position. In each of these experiments, bats adjusted the features of their calls to separate target and clutter. Under many task conditions, flying bats produced prominent sonar sound groups identified as clusters of echolocation pulses with relatively stable intervals, surrounded by longer pulse intervals. In experiments where bats tracked approaching targets from a resting position, bats also produced sonar sound groups, and the prevalence of these sonar sound groups increased when motion of the target was unpredictable. We hypothesize that sonar sound groups produced during flight, and the sonar call doublets produced by a bat tracking a target from a resting position, help the animal resolve dynamic target location and represent the echo scene in greater detail. Collectively, our data reveal adaptive temporal control over sonar call production that allows the bat to negotiate a complex and dynamic environment. PMID:24860509

Extended Bright Bodies - Flight and Ground Software Challenges on the Cassini Mission at Saturn

NASA Technical Reports Server (NTRS)

Sung, Tina S.; Burk, Thomas A.

2016-01-01

Extended bright bodies in the Saturn environment such as Saturn's rings, the planet itself, and Saturn's satellites near the Cassini spacecraft may interfere with the star tracker's ability to find stars. These interferences can create faulty spacecraft attitude knowledge, which would decrease the pointing accuracy or even trip a fault protection response on board the spacecraft. The effects of the extended bright body interference were observed in December of 2000 when Cassini flew by Jupiter. Based on this flight experience and expected star tracker behavior at Saturn, the Cassini AACS operations team defined flight rules to suspend the star tracker during predicted interference windows. The flight rules are also implemented in the existing ground software called Kinematic Predictor Tool to create star identification suspend commands to be uplinked to the spacecraft for future predicted interferences. This paper discusses the details of how extended bright bodies impact Cassini's acquisition of attitude knowledge, how the observed data helped the ground engineers in developing flight rules, and how automated methods are used in the flight and ground software to ensure the spacecraft is continuously operated within these flight rules. This paper also discusses how these established procedures will continue to be used to overcome new bright body challenges that Cassini will encounter during its dips inside the rings of Saturn for its final orbits of a remarkable 20-year mission at Saturn.

Flight projects overview

NASA Technical Reports Server (NTRS)

Levine, Jack

1988-01-01

Information is given in viewgraph form on the activities of the Flight Projects Division of NASA's Office of Aeronautics and Space Technology. Information is given on space research and technology strategy, current space flight experiments, the Long Duration Exposure Facility, the Orbiter Experiment Program, the Lidar In-Space Technology Experiment, the Ion Auxiliary Propulsion System, the Arcjet Flight Experiment, the Telerobotic Intelligent Interface Flight Experiment, the Cryogenic Fluid Management Flight Experiment, the Industry/University In-Space Flight Experiments, and the Aeroassist Flight Experiment.

Spacelab

NASA Image and Video Library

1981-01-01

This illustration depicts the configuration of the Spacelab-2 in the cargo bay of the orbiter. Spacelab was a versatile laboratory carried in the Space Shuttle's cargo bay for scientific research flights. Each Spacelab mission had a unique design appropriate to the mission's goals. A number of Spacelab configurations could be assembled from pressurized habitation modules and exposed platforms called pallets. Spacelab-2 was the first pallet-only mission. One of the goals of the mission was to verify that the pallets' configuration was satisfactory for observations and research. Except for two biological experiments and an experiment that used ground-based instruments, the Spacelab-2 scientific instruments needed direct exposure to space. On the first pallet, three solar instruments and one atmospheric instrument were mounted on the Instrument Pointing System, which was being tested on its first flight. The second Spacelab pallet held a large double x-ray telescope and three plasma physics detectors. The last pallet supported an infrared telescope, a superfluid helium technology experiment, and a small plasma diagnostics satellite. The Spacelab-2 mission was designed to capitalize on the Shuttle-Spacelab capabilities, to launch and retrieve satellites, and to point several instruments independently with accuracy and stability. Spacelab-2 (STS-51F, 19th Shuttle mission) was launched aboard Space Shuttle Orbiter Challenger on July 29, 1985. The Marshall Space Flight Center had overall management responsibilities of the Spacelab missions.

NASA Armstrong Flight Tests Shape Memory Alloy Onboard PTERA Testbed

NASA Image and Video Library

2017-12-15

PTERA takes off from the Rogers Dry Lakebed on a flight to test the ability of an innovative, lightweight material, called shape memory alloy, to fold the outer portion of an aircraft’s wings in flight.

System IDentification Programs for AirCraft (SIDPAC)

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

2002-01-01

A collection of computer programs for aircraft system identification is described and demonstrated. The programs, collectively called System IDentification Programs for AirCraft, or SIDPAC, were developed in MATLAB as m-file functions. SIDPAC has been used successfully at NASA Langley Research Center with data from many different flight test programs and wind tunnel experiments. SIDPAC includes routines for experiment design, data conditioning, data compatibility analysis, model structure determination, equation-error and output-error parameter estimation in both the time and frequency domains, real-time and recursive parameter estimation, low order equivalent system identification, estimated parameter error calculation, linear and nonlinear simulation, plotting, and 3-D visualization. An overview of SIDPAC capabilities is provided, along with a demonstration of the use of SIDPAC with real flight test data from the NASA Glenn Twin Otter aircraft. The SIDPAC software is available without charge to U.S. citizens by request to the author, contingent on the requestor completing a NASA software usage agreement.

Evangelical Church polity and the nuances of white flight: a case study from the Roseland and Englewood neighborhoods in Chicago.

PubMed

Mulder, Mark T

2012-01-01

Present patterns of residential segregation have been proven to have antecedents in the so-called white flight of the 1950s, 1960s, and 1970s. Close scrutiny of this social phenomenon has yielded results that indicate complicated impetuses and call into question sweeping assumptions about white flight. A case study of seven congregations from a denomination called the Christian Reformed Church in North America (CRC) who left the Englewood and Roseland neighborhoods of Chicago during the juncture in question further reveals the dubious role of religious practices and arrangements in the out-migration of white evangelical Christians. By utilizing church histories, council minutes, and field interviews, it became readily apparent that the departure of the members of these congregations found sanction within the hierarchical apparatus (or lack thereof) of the church. The response of these CRC congregations exemplified how the political structures (congregational polity) and social networks of a particular denomination could allow for an almost seamless process of white flight.

Bats coordinate sonar and flight behavior as they forage in open and cluttered environments.

PubMed

Falk, Benjamin; Jakobsen, Lasse; Surlykke, Annemarie; Moss, Cynthia F

2014-12-15

Echolocating bats use active sensing as they emit sounds and listen to the returning echoes to probe their environment for navigation, obstacle avoidance and pursuit of prey. The sensing behavior of bats includes the planning of 3D spatial trajectory paths, which are guided by echo information. In this study, we examined the relationship between active sonar sampling and flight motor output as bats changed environments from open space to an artificial forest in a laboratory flight room. Using high-speed video and audio recordings, we reconstructed and analyzed 3D flight trajectories, sonar beam aim and acoustic sonar emission patterns as the bats captured prey. We found that big brown bats adjusted their sonar call structure, temporal patterning and flight speed in response to environmental change. The sonar beam aim of the bats predicted the flight turn rate in both the open room and the forest. However, the relationship between sonar beam aim and turn rate changed in the forest during the final stage of prey pursuit, during which the bat made shallower turns. We found flight stereotypy developed over multiple days in the forest, but did not find evidence for a reduction in active sonar sampling with experience. The temporal patterning of sonar sound groups was related to path planning around obstacles in the forest. Together, these results contribute to our understanding of how bats coordinate echolocation and flight behavior to represent and navigate their environment. © 2014. Published by The Company of Biologists Ltd.

Bats coordinate sonar and flight behavior as they forage in open and cluttered environments

PubMed Central

Falk, Benjamin; Jakobsen, Lasse; Surlykke, Annemarie; Moss, Cynthia F.

2014-01-01

Echolocating bats use active sensing as they emit sounds and listen to the returning echoes to probe their environment for navigation, obstacle avoidance and pursuit of prey. The sensing behavior of bats includes the planning of 3D spatial trajectory paths, which are guided by echo information. In this study, we examined the relationship between active sonar sampling and flight motor output as bats changed environments from open space to an artificial forest in a laboratory flight room. Using high-speed video and audio recordings, we reconstructed and analyzed 3D flight trajectories, sonar beam aim and acoustic sonar emission patterns as the bats captured prey. We found that big brown bats adjusted their sonar call structure, temporal patterning and flight speed in response to environmental change. The sonar beam aim of the bats predicted the flight turn rate in both the open room and the forest. However, the relationship between sonar beam aim and turn rate changed in the forest during the final stage of prey pursuit, during which the bat made shallower turns. We found flight stereotypy developed over multiple days in the forest, but did not find evidence for a reduction in active sonar sampling with experience. The temporal patterning of sonar sound groups was related to path planning around obstacles in the forest. Together, these results contribute to our understanding of how bats coordinate echolocation and flight behavior to represent and navigate their environment. PMID:25394632

Lessons from 30 Years of Flight Software

NASA Technical Reports Server (NTRS)

McComas, David C.

2015-01-01

This presentation takes a brief historical look at flight software over the past 30 years, extracts lessons learned and shows how many of the lessons learned are embodied in the Flight Software product line called the core Flight System (cFS). It also captures the lessons learned from developing and applying the cFS.

Shuttle Hitchhiker Experiment Launcher System (SHELS)

NASA Technical Reports Server (NTRS)

Daelemans, Gerry

1999-01-01

NASA's Goddard Space Flight Center Shuttle Small Payloads Project (SSPP), in partnership with the United States Air Force and NASA's Explorer Program, is developing a Shuttle based launch system called SHELS (Shuttle Hitchhiker Experiment Launcher System), which shall be capable of launching up to a 400 pound spacecraft from the Shuttle cargo bay. SHELS consists of a Marman band clamp push-plate ejection system mounted to a launch structure; the launch structure is mounted to one Orbiter sidewall adapter beam. Avionics mounted to the adapter beam will interface with Orbiter electrical services and provide optional umbilical services and ejection circuitry. SHELS provides an array of manifesting possibilities to a wide range of satellites.

Cosmic dust analog simulation in a microgravity environment: The STARDUST program

NASA Technical Reports Server (NTRS)

Ferguson, F.; Lilleleht, L. U.; Nuth, J.; Stephens, J. R.; Bussoletti, E.; Carotenuto, L.; Colangeli, L.; Dell'aversana, P.; Mele, F.; Mennella, V.

1995-01-01

We have undertaken a project called STARDUST which is a collaboration with Italian and American investigators. The goals of this program are to study the condensation and coagulation of refractory materials from the vapor and to study the properties of the resulting grains as analogs to cosmic dust particles. To reduce thermal convective currents and to develop valuable experience in designing an experiment for the Gas-Grain Simulation Facility aboard Space Station, Freedom we have built and flown a new chamber to study these processes under periods of microgravity available on NASA's KC-135 Research Aircraft. Preliminary results from flights with magnesium and zinc are discussed.

ISS Flight 2A.2B (STS-106): Commercial Generic Bioprocessing Apparatus (CGBA) Payload BioServe Space Technologies

NASA Technical Reports Server (NTRS)

Stodieck, Louis; Klaus, David

2001-01-01

The two experiments housed in the Commercial Generic Bioprocessing Apparatus (CGBA) during STS-106 were designed to explore how biological processes are affected by microgravity. The first was a developmental study into the effects of microgravity on motor-neuronal growth in the fruit fly species Drosophila melanogaster and the second study was designed to characterize changes in kidney cell gene expression. The objective of the primary experiment, called NIH-B1, was to determine how gravity affects neuronal development of the D. melanogaster embryo and larvae in microgravity, specifically observing the neural connections to muscle fibers.

MISSE PEACE Polymers: An International Space Station Environmental Exposure Experiment Being Conducted

NASA Technical Reports Server (NTRS)

deGroh, Kim K.; Banks, Bruce A.; Hammerstrom, Anne; Youngstrom, Erica; Kaminski, Carolyn; Marx, Laura; Fine, Elizabeth; Gummow, Jonathan D.; Wright, Douglas

2002-01-01

As part of the Materials International Space Station Experiment (MISSE), 41 different polymers are being exposed for approximately 1 1/2 years to the low-Earth-orbit (LEO) environment on the exterior of the International Space Station. MISSE is a materials flight experiment sponsored by the Air Force Research Lab/Materials Lab and NASA, and is the first external experiment on the space station. A similar set of 41 polymers will be flown as part of the Polymer Erosion and Contamination Experiment (PEACE) a shuttle flight experiment that is being developed at the NASA Glenn Research Center collaboratively with the Hathaway Brown School for girls. Therefore, these 41 polymers are collectively called the MISSE PEACE Polymers. The purpose of the MISSE PEACE Polymers experiment is to determine how durable polymers are in the LEO space environment where spacecraft, such as the space station, orbit. Polymers are commonly used as spacecraft materials because of their desirable properties such as good flexibility, low density, and certain electrical properties or optical properties (such as a low solar absorptance and high thermal emittance). Two examples of the use of polymers on the exterior of spacecraft exposed to the space environment include metalized Teflon FEP (fluorinated ethylene propylene, DuPont) thermal control materials on the Hubble Space Telescope, and polyimide Kapton (DuPont) solar array blankets.

Using Google Earth for Submarine Operations at Pavilion Lake

NASA Astrophysics Data System (ADS)

Deans, M. C.; Lees, D. S.; Fong, T.; Lim, D. S.

2009-12-01

During the July 2009 Pavilion Lake field test, we supported submarine "flight" operations using Google Earth. The Intelligent Robotics Group at NASA Ames has experience with ground data systems for NASA missions, earth analog field tests, disaster response, and the Gigapan camera system. Leveraging this expertise and existing software, we put together a set of tools to support sub tracking and mapping, called the "Surface Data System." This system supports flight planning, real time flight operations, and post-flight analysis. For planning, we make overlays of the regional bedrock geology, sonar bathymetry, and sonar backscatter maps that show geology, depth, and structure of the bottom. Placemarks show the mooring locations for start and end points. Flight plans are shown as polylines with icons for waypoints. Flight tracks and imagery from previous field seasons are embedded in the map for planning follow-on activities. These data provide context for flight planning. During flights, sub position is updated every 5 seconds from the nav computer on the chase boat. We periodically update tracking KML files and refresh them with network links. A sub icon shows current location of the sub. A compass rose shows bearings to indicate heading to the next waypoint. A "Science Stenographer" listens on the voice loop and transcribes significant observations in real time. Observations called up to the surface immediately appear on the map as icons with date, time, position, and what was said. After each flight, the science back room immediately has the flight track and georeferenced notes from the pilots. We add additional information in post-processing. The submarines record video continuously, with "event" timestamps marked by the pilot. We cross-correlate the event timestamps with position logs to geolocate events and put a preview image and compressed video clip into the map. Animated flight tracks are also generated, showing timestamped position and providing timelapse playback of the flight. Neogeography tools are increasing in popularity and offer an excellent platform for geoinformatics. The scientists on the team are already familiar with Google Earth, eliminating up-front training on new tools. The flight maps and archived data are available immediately and in a usable format. Google Earth provides lots of measurement tools, annotation tools, and other built-in functions that we can use to create and analyze the map. All of this information is saved to a shared filesystem so that everyone on the team has access to all of the same map data. After the field season, the map data will be used by the team to analyse and correlate information from across the lake and across different flights to support their research, and to plan next year's activities.

KSC-08pd1270

NASA Image and Video Library

2008-05-09

CAPE CANAVERAL, Fla. -- The crew for the STS-124 mission departs NASA's Kennedy Space Center after a successful launch dress rehearsal called the terminal countdown demonstration test. Mission Specialist Akihiko Hoshide climbs into the T-38 training jet for he flight back to Houston. The crew is expected to return in late May for the May 31 launch of space shuttle Discovery. On the STS-124 mission, the crew will deliver and install the Japanese Experiment Module – Pressurized Module and Japanese Remote Manipulator System. Photo credit: NASA/Kim Shiflett

STS-87 Day 13 Highlights

NASA Technical Reports Server (NTRS)

1997-01-01

On this thirteenth day of the STS-87 mission, the flight crew, Cmdr. Kevin R. Kregel, Pilot Steven W. Lindsey, Mission Specialists Winston E. Scott, Kalpana Chawla, and Takao Doi, and Payload Specialist Leonid K. Kadenyuk continue work in the mini laboratory called the microgravity glovebox facility. This facility allows crew members to interactively work with two different experiments today studying the formation of composite materials in an attempt to accurately map the roles of gravity-induced convection and sedimentation on the samples.

Saturn Apollo Program

NASA Image and Video Library

1962-04-25

The second flight of the Saturn I vehicle, the SA-2, was successfully launched from Cape Canaveral, Florida on April 15, 1962. This vehicle had a secondary mission. After the first stage shutoff, at a 65-mile altitude, the water-filled upper stage was exploded, dumping 95 tons of water in the upper atmosphere. The resulting massive ice cloud rose to a height of 90 miles. The experiment, called Project Highwater, was intended to investigate the effects on the ionosphere of the sudden release of such a great volume of water.

SPHERES-Vertigo experiment

NASA Image and Video Library

2014-07-25

ISS040-E-080130 (25 July 2014) --- In the International Space Station?s Kibo laboratory, European Space Agency astronaut Alexander Gerst, Expedition 40 flight engineer, conducts a session with a trio of soccer-ball-sized robots known as the Synchronized Position Hold, Engage, Reorient, Experimental Satellites, or SPHERES. The free-flying robots were equipped with stereoscopic goggles called the Visual Estimation and Relative Tracking for Inspection of Generic Objects, or VERTIGO, to enable the SPHERES to perform relative navigation based on a 3D model of a target object.

STS-56 Commander Cameron uses SAREX on OV-103's aft flight deck

NASA Image and Video Library

1993-04-17

STS056-30-022 (8-17 April 1993) --- Aboard Discovery, astronaut Kenneth D. Cameron (call letters N5AWP), talks to amateur radio operators on Earth via the Shuttle Amateur Radio Experiment (SAREX). SAREX was established by NASA, the American Radio League\\Amateur Satellite Corporation and the Johnson Space Center Amateur Radio Club to encourage public participation in the space program. It is part of an endeavor to demonstrate the effectiveness of conducting short-wave radio transmissions between the Shuttle and ground-based radio operators at low cost ground stations with amateur and digital techniques. As on several previous missions, SAREX was used on this flight as an educational opportunity for students around the world to learn about space firsthand by speaking directly to astronauts aboard the Shuttle.

Flight Results from the HST SM4 Relative Navigation Sensor System

NASA Technical Reports Server (NTRS)

Naasz, Bo; Eepoel, John Van; Queen, Steve; Southward, C. Michael; Hannah, Joel

2010-01-01

On May 11, 2009, Space Shuttle Atlantis roared off of Launch Pad 39A enroute to the Hubble Space Telescope (HST) to undertake its final servicing of HST, Servicing Mission 4. Onboard Atlantis was a small payload called the Relative Navigation Sensor experiment, which included three cameras of varying focal ranges, avionics to record images and estimate, in real time, the relative position and attitude (aka "pose") of the telescope during rendezvous and deploy. The avionics package, known as SpaceCube and developed at the Goddard Space Flight Center, performed image processing using field programmable gate arrays to accelerate this process, and in addition executed two different pose algorithms in parallel, the Goddard Natural Feature Image Recognition and the ULTOR Passive Pose and Position Engine (P3E) algorithms

Microscope-Based Fluid Physics Experiments in the Fluids and Combustion Facility on ISS

NASA Technical Reports Server (NTRS)

Doherty, Michael P.; Motil, Susan M.; Snead, John H.; Malarik, Diane C.

2000-01-01

At the NASA Glenn Research Center, the Microgravity Science Program is planning to conduct a large number of experiments on the International Space Station in both the Fluid Physics and Combustion Science disciplines, and is developing flight experiment hardware for use within the International Space Station's Fluids and Combustion Facility. Four fluids physics experiments that require an optical microscope will be sequentially conducted within a subrack payload to the Fluids Integrated Rack of the Fluids and Combustion Facility called the Light Microscopy Module, which will provide the containment, changeout, and diagnostic capabilities to perform the experiments. The Light Microscopy Module is planned as a fully remotely controllable on-orbit microscope facility, allowing flexible scheduling and control of experiments within International Space Station resources. This paper will focus on the four microscope-based experiments, specifically, their objectives and the sample cell and instrument hardware to accommodate their requirements.

Onorbit electron beam welding experiment definition

NASA Technical Reports Server (NTRS)

1989-01-01

The proposed experiment design calls for six panels to be welded, each having unique characteristics selected to yield specific results and information. The experiment is completely automated and the concept necessitated the design of a new, miniaturized, self-contained electron beam (EB) welding system, for which purpose a separate IR and D was funded by the contractor, Martin Marietta Corporation. Since future tasks beyond the proposed experiment might call for astronauts to perform hand-held EB gun repairs or for the gun to be interfaced with a dexterous robot such as the planned flight telerobotic servicer (FTS), the EB gun is designed to be dismountable from the automated system. In the experiment design, two separate, identical sets of weld panels will be welded, one on earth in a vacuum chamber and the other onorbit in the aft cargo bay of an orbiter. Since the main objective of the experiment is to demonstrate that high quality welds can be achieved under onorbit conditions, the welds produced will be subjected to a wide range of discriminating non-destructive Q.C. procedures and destructive physical tests. However, advantage will be taken of the availability of a fairly large quantity of welded material in the two series of welded specimens to widen the circle of investigative talent by providing material to academic and scientific institutions for examination.

Incorporating Manual and Autonomous Code Generation

NASA Technical Reports Server (NTRS)

McComas, David

1998-01-01

Code can be generated manually or using code-generated software tools, but how do you interpret the two? This article looks at a design methodology that combines object-oriented design with autonomic code generation for attitude control flight software. Recent improvements in space flight computers are allowing software engineers to spend more time engineering the applications software. The application developed was the attitude control flight software for an astronomical satellite called the Microwave Anisotropy Probe (MAP). The MAP flight system is being designed, developed, and integrated at NASA's Goddard Space Flight Center. The MAP controls engineers are using Integrated Systems Inc.'s MATRIXx for their controls analysis. In addition to providing a graphical analysis for an environment, MATRIXx includes an autonomic code generation facility called AutoCode. This article examines the forces that shaped the final design and describes three highlights of the design process: (1) Defining the manual to autonomic code interface; (2) Applying object-oriented design to the manual flight code; (3) Implementing the object-oriented design in C.

A flight test design for studying airborne applications of air to ground duplex data link communications

NASA Technical Reports Server (NTRS)

Scanlon, Charles H.

1988-01-01

The Automatic En Route Air Traffic Control (AERA) and the Advanced Automated System (AAS) of the NAS plan, call for utilization of data links for such items as computer generated flight clearances, enroute minimum safe altitude warnings, sector probes, out of conformance check, automated flight services, and flow management of advisories. A major technical challenge remaining is the integration, flight testing, and validation of data link equipment and procedures in the aircraft cockpit. The flight test organizational chart, was designed to have the airplane side of data link experiments implemented in the NASA Langley Research Center (LaRC) experimental Boeing 737 airplane. This design would enable investigations into implementation of data link equipment and pilot interface, operations, and procedures. The illustrated ground system consists of a work station with links to a national weather database and a data link transceiver system. The data link transceiver system could be a Mode-S transponder, ACARS, AVSAT, or another type of radio system such as the military type HF data link. The airborne system was designed so that a data link transceiver, workstation, and touch panel could be interfaced with an input output processor to the aircraft system bus and thus have communications access to other digital airplane systems.

Air ambulance nurses as expert supplement to local emergency services.

PubMed

Wisborg, Torben; Bjerkan, Bjørn

2014-01-01

Flight nurses in the Norwegian National Air Ambulance Service are specialist nurse anesthetists or intensive care nursing specialists. For air ambulance bases far from hospitals, these nurses present otherwise unavailable competencies. This study reports a 6-year experience with flight nurse participation in local emergencies beyond the transportation phase. The fixed-wing air ambulance base in Alta, Northern Norway (20,000 inhabitants), with 2 aircraft and 2 on-call teams is 150 km by road from the nearest hospital. We did a prospective registration of all emergency nonflight missions near the air ambulance base from January 1, 2005, to December 31, 2010. The 217 completed missions corresponded to 3 missions per month, half during daytime. Twenty-three percent of patients were under age 18, injury rate was high (36%), 63% had potentially or manifest life-threatening conditions, and 11% died during treatment. One third of all missions (67/217) resulted in an air ambulance flight to the hospital. Mission frequency did not significantly reduce flight availability, and precision in case selection for this special service was good. The use of flight nurses in the local community promotes equal access to advanced medical services for populations far from hospitals. Copyright © 2014 Air Medical Journal Associates. Published by Elsevier Inc. All rights reserved.

Light-emitting diode street lights reduce last-ditch evasive manoeuvres by moths to bat echolocation calls

PubMed Central

Wakefield, Andrew; Stone, Emma L.; Jones, Gareth; Harris, Stephen

2015-01-01

The light-emitting diode (LED) street light market is expanding globally, and it is important to understand how LED lights affect wildlife populations. We compared evasive flight responses of moths to bat echolocation calls experimentally under LED-lit and -unlit conditions. Significantly, fewer moths performed ‘powerdive’ flight manoeuvres in response to bat calls (feeding buzz sequences from Nyctalus spp.) under an LED street light than in the dark. LED street lights reduce the anti-predator behaviour of moths, shifting the balance in favour of their predators, aerial hawking bats. PMID:26361558

Two YF-12 aircraft in flight

NASA Technical Reports Server (NTRS)

1975-01-01

The YF-12A (60-6935) carries the 'coldwall' heat transfer pod on a pylon beneath the forward fuselage. The pod is seen with its insulating coating intact. In the foreground, the YF-12C flies photo chase. The coldwall project, supported by Langley Research Center, consisted of a stainless steel tube equipped with thermocouples and pressure-sensors. A special insulating coating covered the tube, which was chilled with liquid nitrogen. At Mach 3, the insulation could be pyrotechnically blown away from the tube, instantly exposing it to the thermal environment. The experiment caused many inflight difficulties, such as engine unstarts, but eventually researchers got a successful flight. The Flight Research Center's involvement with the YF-12A, an interceptor version of the Lockheed A-12, began in 1967. Ames Research Center was interested in using wind tunnel data that had been generated at Ames under extreme secrecy. Also, the Office of Advanced Research and Technology (OART) saw the YF-12A as a means to advance high-speed technology, which would help in designing the Supersonic Transport (SST). The Air Force needed technical assistance to get the latest reconnaissance version of the A-12 family, the SR-71A, fully operational. Eventually, the Air Force offered NASA the use of two YF-12A aircraft, 60-6935 and 60-6936. A joint NASA-USAF program was mapped out in June 1969. NASA and Air Force technicians spent three months readying 935 for flight. On 11 December 1969, the flight program got underway with a successful maiden flight piloted by Col. Joe Rogers and Maj. Gary Heidelbaugh of the SR-71/F-12 Test Force. During the program, the Air Force concentrated on military applications, and NASA pursued a loads research program. NASA studies included inflight heating, skin-friction cooling, 'coldwall' research (a heat transfer experiment), flowfield studies, shaker vane research, and tests in support of the Space Shuttle landing program. Ultimately, 935 became the workhorse of the program, with 146 flights between 11 December 1969 and 7 November 1979. The second YF-12A, 936, made 62 flights. It was lost in a non-fatal crash on 24 June 1971. It was replaced by the so-called YF-12C (SR-71A 61-7951, modified with YF-12A inlets and engines and a bogus tail number 06937). The Lockheed A-12 family, known as the Blackbirds, were designed by Clarence 'Kelly' Johnson. They were constructed mostly of titanium to withstand aerodynamic heating. Fueled by JP-7, the Blackbirds were capable of cruising at Mach 3.2 and attaining altitudes in excess of 80,000 feet. The first version, a CIA reconnaissance aircraft that first flew in April 1962 was called the A-12. An interceptor version was developed in 1963 under the designation YF-12A. A USAF reconnaissance variant, called the SR-71, was first flown in 1964. The A-12 and SR-71 designs included leading and trailing edges made of high-temperature fiberglass-asbestos laminates. The NASA YF-12 research program was ambitious; the aircraft flew an average of once a week unless down for extended maintenance or modification. Program expenses averaged $3.1 million per year just to run the flight tests. NASA crews for the YF-12 included pilots Fitzhugh Fulton and Donald Mallick, anf flight test engineers Victor Horton and Ray Young. Other NASA test pilots checked out in the YF-12A included John Manke, William Dana, Gary Krier, Einar Enevoldson, Tom McMurtry, Steve Ishmael, and Michael Swann. The YF-12C was only flown by Fulton, Mallick, Horton, and Ray.

YF-12A and YF-12C in flight formation at dawn

NASA Technical Reports Server (NTRS)

1975-01-01

The YF-12A (60-6935) carries the 'coldwall' heat transfer pod on a pylon beneath the forward fuselage. The pod is seen with its insulating coating intact. In the background, the YF-12C flies photo chase. The coldwall project, supported by Langley Research Center, consisted of a stainless steel tube equipped with thermocouples and pressure-sensors. A special insulating coating covered the tube, which was chilled with liquid nitrogen. At Mach 3, the insulation could be pyrotechnically blown away from the tube, instantly exposing it to the thermal environment. The experiment caused many inflight difficulties, such as engine unstarts, but eventually researchers got a successful flight. The Flight Research Center's involvement with the YF-12A, an interceptor version of the Lockheed A-12, began in 1967. Ames Research Center was interested in using wind tunnel data that had been generated at Ames under extreme secrecy. Also, the Office of Advanced Research and Technology (OART) saw the YF-12A as a means to advance high-speed technology, which would help in designing the Supersonic Transport (SST). The Air Force needed technical assistance to get the latest reconnaissance version of the A-12 family, the SR-71A, fully operational. Eventually, the Air Force offered NASA the use of two YF-12A aircraft, 60-6935 and 60-6936. A joint NASA-USAF program was mapped out in June 1969. NASA and Air Force technicians spent three months readying 935 for flight. On 11 December 1969, the flight program got underway with a successful maiden flight piloted by Col. Joe Rogers and Maj. Gary Heidelbaugh of the SR-71/F-12 Test Force. During the program, the Air Force concentrated on military applications, and NASA pursued a loads research program. NASA studies included inflight heating, skin-friction cooling, 'coldwall' research (a heat transfer experiment), flowfield studies, shaker vane research, and tests in support of the Space Shuttle landing program. Ultimately, 935 became the workhorse of the program, with 146 flights between 11 December 1969 and 7 November 1979. The second YF-12A, 936, made 62 flights. It was lost in a non-fatal crash on 24 June 1971. It was replaced by the so-called YF-12C (SR-71A 61-7951, modified with YF-12A inlets and engines and a bogus tail number 06937). The Lockheed A-12 family, known as the Blackbirds, were designed by Clarence 'Kelly' Johnson. They were constructed mostly of titanium to withstand aerodynamic heating. Fueled by JP-7, the Blackbirds were capable of cruising at Mach 3.2 and attaining altitudes in excess of 80,000 feet. The first version, a CIA reconnaissance aircraft that first flew in April 1962 was called the A-12. An interceptor version was developed in 1963 under the designation YF-12A. A USAF reconnaissance variant, called the SR-71, was first flown in 1964. The A-12 and SR-71 designs included leading and trailing edges made of high-temperature fiberglass-asbestos laminates. The NASA YF-12 research program was ambitious; the aircraft flew an average of once a week unless down for extended maintenance or modification. Program expenses averaged $3.1 million per year just to run the flight tests. NASA crews for the YF-12 included pilots Fitzhugh Fulton and Donald Mallick, anf flight test engineers Victor Horton and Ray Young. Other NASA test pilots checked out in the YF-12A included John Manke, William Dana, Gary Krier, Einar Enevoldson, Tom McMurtry, Steve Ishmael, and Michael Swann. The YF-12C was only flown by Fulton, Mallick, Horton, and Ray.

SpaceDock: A Performance Task Platform for Spaceflight Operations

NASA Technical Reports Server (NTRS)

Marshburn, Thomas H.; Strangman, Gary E.; Strauss, Monica S.; Sutton, Jeffrey P.

2003-01-01

Preliminary evidence during both short- and long-duration spaceflight indicates that perceptual-motor coordination changes occur and persist in-flight. However, there is presently no in-flight method for evaluating astronaut performance on mission-critical tasks such as docking. We present a portable platform we have developed for attempting and evaluating docking, and describe the results of a pilot study wherein flight novices learned the docking task. Methods: A dual-joystick, six degrees of freedom platform-called SpaceDock-was developed to enable portable, adaptable performance testing in a spaceflight operations setting. Upon this platform, a simplified docking task was created, involving a constant rate of approach towards a docking target and requiring the user to correct translation in two dimensions and attitude orientation along one dimension (either pitch or roll). Ten flight naive subjects performed the task over a 45 min period and all joystick inputs and timings were collected, from which we could successfully reconstruct travel paths, input profiles and relative target displacements. Results: Subjects exhibited significant improvements in docking over the course of the experiment. Learning to compensate for roll-alterations was robust, whereas compensation for pitch-alterations was not in evidence in this population and relatively short training period. Conclusion: The SpaceDock platform can provide a novel method for training and testing subjects, on a spaceflight-relevant task, and can be used to examine behavioral learning, strategy use, and has been adapted for use in brain imaging experiments.

The Cosmic Ray Energetics And Mass Project

NASA Astrophysics Data System (ADS)

Seo, Eun-Suk; Iss-Cream Collaboration

2017-01-01

The balloon-borne Cosmic Ray Energetics And Mass (CREAM) experiment was flown for 161 days in six flights over Antarctica, the longest known exposure for a single balloon project. Elemental spectra were measured for Z = 1- 26 nuclei over a wide energy range from 1010 to >1014 eV. Building on the success of those balloon flights, one of the two balloon payloads was transformed for exposure on the International Space Station (ISS) Japanese Experiment Module Exposed Facility (JEM-EF). This ISS-CREAM instrument is configured with redundant and complementary particle detectors. The four layers of its finely segmented Silicon Charge Detector provide precise charge measurements, and its ionization calorimeter provides energy measurements. In addition, scintillator-based Top and Bottom Counting Detectors and the Boronated Scintillator Detector distinguish electrons from nuclei. An order of magnitude increase in data collecting power is expected to reach the highest energies practical with direct measurements. Following completion of its qualification tests at NASA Goddard Space Flight Center, the ISS-CREAM payload was delivered to NASA Kennedy Space Center in August 2015 to await its launch to the ISS. While waiting for ISS-CREAM to launch, the other balloon payload including a Transition Radiation Detector, which is too large for the JEM-EF envelope, has been prepared for another Antarctic balloon flight in 2016. This so-called Boron And Carbon Cosmic rays in the Upper Stratosphere (BACCUS) payload will investigate cosmic ray propagation history. The overall project status and future plans will be presented.

KSC-00pp1960

NASA Image and Video Library

2000-12-21

Nobel laureate Professor Samuel C. C. Ting of the Massachusetts Institute of Technology pauses for a photo in the Space Station Processing Facility. Dr. Ting is directing an experiment, an international collaboration of some 37 universities and laboratories, using a state-of-the-art particle physics detector called the Alpha Magnetic Spectrometer (AMS), which will fly on a future launch to the International Space Station. Using the unique environment of space, the AMS will study the properties and origin of cosmic particles and nuclei including antimatter and dark matter. AMS flew initially as a Space Shuttle payload on the June 1998 mission STS-91 that provided the investigating team with data on background sources and verified the detector’s performance under actual space flight conditions. The detector’s second space flight is scheduled to be launched on mission UF-4 October 2003 for installation on the Space Station as an attached payload. Current plans call for operating the detector for three years before it is returned to Earth on the Shuttle. Using the Space Station offers the science team the opportunity to conduct the long-duration research above the Earth’s atmosphere necessary to collect sufficient data required to accomplish the science objectives

KSC-00pp1959

NASA Image and Video Library

2000-12-21

Nobel laureate Professor Samuel C. C. Ting of the Massachusetts Institute of Technology pauses for a photo in the Space Station Processing Facility. Dr. Ting is directing an experiment, an international collaboration of some 37 universities and laboratories, using a state-of-the-art particle physics detector called the Alpha Magnetic Spectrometer (AMS), which will fly on a future launch to the International Space Station. Using the unique environment of space, the AMS will study the properties and origin of cosmic particles and nuclei including antimatter and dark matter. AMS flew initially as a Space Shuttle payload on the June 1998 mission STS-91 that provided the investigating team with data on background sources and verified the detector’s performance under actual space flight conditions. The detector’s second space flight is scheduled to be launched on mission UF-4 October 2003 for installation on the Space Station as an attached payload. Current plans call for operating the detector for three years before it is returned to Earth on the Shuttle. Using the Space Station offers the science team the opportunity to conduct the long-duration research above the Earth’s atmosphere necessary to collect sufficient data required to accomplish the science objectives

YF-12 in flight

NASA Technical Reports Server (NTRS)

1972-01-01

The Flight Research Center's involvement with the YF-12A, an interceptor version of the Lockheed A-12, began in 1967. Ames Research Center was interested in using wind tunnel data that had been generated at Ames under extreme secrecy. Also, the Office of Advanced Research and Technology (OART) saw the YF-12A as a means to advance high-speed technology, which would help in designing the Supersonic Transport (SST). The Air Force needed technical assistance to get the latest reconnaissance version of the A-12 family, the SR-71A, fully operational. Eventually, the Air Force offered NASA the use of two YF-12A aircraft, 60-6935 and 60-6936. A joint NASA-USAF program was mapped out in June 1969. NASA and Air Force technicians spent three months readying 935 for flight. On 11 December 1969, the flight program got underway with a successful maiden flight piloted by Col. Joe Rogers and Maj. Gary Heidelbaugh of the SR-71/F-12 Test Force. During the program, the Air Force concentrated on military applications, and NASA pursued a loads research program. NASA studies included inflight heating, skin-friction cooling, 'coldwall' research (a heat transfer experiment), flowfield studies, shaker vane research, and tests in support of the Space Shuttle landing program. Ultimately, 935 became the workhorse of the program, with 146 flights between 11 December 1969 and 7 November 1979. The second YF-12A, 936, made 62 flights. It was lost in a non-fatal crash on 24 June 1971. It was replaced by the so-called YF-12C (SR-71A 61-7951, modified with YF-12A inlets and engines and a bogus tail number 06937). The Lockheed A-12 family, known as the Blackbirds, were designed by Clarence 'Kelly' Johnson. They were constructed mostly of titanium to withstand aerodynamic heating. Fueled by JP-7, the Blackbirds were capable of cruising at Mach 3.2 and attaining altitudes in excess of 80,000 feet. The first version, a CIA reconnaissance aircraft that first flew in April 1962 was called the A-12. An interceptor version was developed in 1963 under the designation YF-12A. A USAF reconnaissance variant, called the SR-71, was first flown in 1964. The A-12 and SR-71 designs included leading and trailing edges made of high-temperature fiberglass-asbestos laminates. The NASA YF-12 research program was ambitious; the aircraft flew an average of once a week unless down for extended maintenance or modification. Program expenses averaged $3.1 million per year just to run the flight tests. NASA crews for the YF-12 included pilots Fitzhugh Fulton and Donald Mallick, anf flight test engineers Victor Horton and Ray Young. Other NASA test pilots checked out in the YF-12A included John Manke, William Dana, Gary Krier, Einar Enevoldson, Tom McMurtry, Steve Ishmael, and Michael Swann. Except for its delivery and departure, the YF-12C was only flown by Fulton, Mallick, Horton, and Ray. It made 90 flights between 16 July 1971 and 22 December 1978.

Propellant Management in Microgravity- Further Analysis of an Experiment Flown on REXUS-14

NASA Astrophysics Data System (ADS)

Strobino, D.; Zumbrunen, E.; Putzu, R.; Pontelandolfo, P.

2015-09-01

This paper is about the further analysis of an experiment named CAESAR (stands for Capillarity-based Experiment for Spatial Advanced Research): a sounding rocket experiment carried out by students of hepia within the REXUS program. The authors have launched on REXUS-14 a propellant management experiment based on capillarity to reliably confirm other ground-based cxperiments. In the framework of the present work, the authors present the comparison of CAESAR experimental data with theoretical profiles provided in literature. The objective of this flight was to place several Propellant Management Devices (PMD) in a microgravity environment and acquire images of the fluid distribution around them. The main element of the experiment, called a sponge, is a PMD for space vehicles, often used in satellites. This radial panel shaped device can be used at the bottom of a satellite tank to keep the propellant near the outlet. It is designed to work even if the vehicle undergoes small accelerations, for example during station-keeping maneuvers. The fluid is eccentric but stays on the sponge and near the outlet, so the injection system of the motor is continuously supplied with the propellant. As previously published, the authors have created a buoyancy test bench and have designed another system by magnetic levitation to perform the same experiment on earth. These systems are easier to use and less expensive than a sounding rocket, a parabolic flight or a drop tower (i.e. other system to obtain microgravity on earth), so they will be very useful to make progress in this particular domain of science. They will also allow universities with small funds to work within this spatial field. A previous publication showed, from a qualitative point of view, a good agreement between experiments and theory; however in this paper quantitative comparisons are given. With this demonstrated, hepia can validate its buoyancy test facility with real flight tests.

Demonstration of a Rocket-Borne Fiber-Optic Measurement System: The FOVS Experiment of REXUS 15

NASA Astrophysics Data System (ADS)

Rossner, M. R.; Benes, N.; Grubler, T.; Plamauer, S.; Koch, A. W.

2015-09-01

As an in-flight experiment in the REXUS 15 programme, the “Fiber-Optic Vibration Sensing Experiment (FOVS)” aimed at the application of so-called fiber Bragg grating sensors. Fiber Bragg gratings are optical gratings inscribed into the core of an optical fiber. They allow for entirely optical measurements of temperatures, mechanical strain and of deduced quantities, such as vibration. Due to their properties - mechanical robustness, high dynamic range etc. - fiber Bragg gratings are particularly suited for withstanding the harsh environmental conditions in a rocket vehicle (very high and very low temperatures, intense vibrations, presence of flammable propellants, etc.). Measurement systems based on fiber Bragg gratings have the potential to contribute to emerging technologies in the commercial launcher segment. Particularly, large sets of measurement data can be acquired with minor mass contribution. This can be applied to techniques such as structural health monitoring, active vibration damping, and actuator monitoring, enabling lighter structures without compromising on reliability. The FOVS experiment demonstrated a fiber-optic vibration and temperature measurement system in an actual flight, and evaluated its benefits compared to conventional electrical sensing in the challenging launcher environment. As a side product, measurements regarding the environmental conditions on the REXUS platform have been acquired.

Bioacoustic monitoring of nocturnal songbird migration in a southern great lakes ecosystem

NASA Astrophysics Data System (ADS)

Sanders, Claire Elizabeth

Many species of birds produce short vocalizations during nocturnal migration. My thesis uses bioacoustic monitoring of these night flight calls to study bird migration through a southern Great Lakes ecosystem. I deployed recording devices around western Lake Erie during spring and fall migrations. Analysis of thousands of hours of recordings revealed that night flight calls accurately predicted both the magnitude of migration, as well as the timing of migrant passage, as assessed by banding. The first arrival dates for 48 species of migratory birds were significantly earlier on Pelee Island than on mainland Ontario in the spring. More flight calls were detected over Pelee Island than over mainland comparison sites. These results suggest that many birds cross Lake Erie in spring and fall, and that islands are important for migratory birds. This research provides insight into the use of acoustics for monitoring birds in active migration.

A flight-phase terrain following control strategy for stable and robust hopping of a one-legged robot under large terrain variations.

PubMed

Shemer, Natan; Degani, Amir

2017-08-04

This work demonstrates a simple, once per step, flight-control method for robots running on a planar unknown rough-terrain environment. The robot used to exemplify these control strategies is the ParkourBot, a spring loaded inverted pendulum (SLIP)-based robot. The SLIP model is widely used for the description of humans and animals running motion and has been the basis for many robots. A known control scheme for increasing robustness of the conservative, SLIP model is the swing leg retraction (SLR) method. Despite of the SLR's popularity, it is not intended to be used on the more realistic, non-conservative damped SLIP model. On the damped SLIP model, the SLR controller failed to provide adequate results, therefore, we have derived a new simple, flight-phase control method called polynomial energy insertion (PEI). The new PEI method is based on the dead-beat solution of the damped simplified instantaneous SLIP (iSLIP) model, which assumes an infinitely stiff spring. Unlike the SLR which, starting from apex, changes the leg angle monotonically during flight, the PEI requires the leg length (hence, energy insertion) to change monotonically throughout the flight phase. Interestingly, the leg angle remains nearly constant. In simulations and experiments, we have compared the newly developed PEI to the previous SLR method. We have found that since the SLR does not control the horizontal velocity, it looses its stability under rough terrain. The PEI method was able to control the horizontal velocity and height from ground and hence showed great improvement in robustness to rough terrain. Moreover, in both simulations and experiments the PEI methods showed an increase in the mean jumps to failure of more than 30% compared to SLR-based controllers.

STS-56 MS1 Foale uses SAREX on forward flight deck of Discovery, OV-103

NASA Image and Video Library

1993-04-17

STS056-30-001 (8-17 April 1993) --- Aboard Discovery, astronaut C. Michael Foale, (call letters KB5UAC), talks to amateur radio operators on Earth via the Shuttle Amateur Radio Experiment (SAREX). SAREX was established by NASA, the American Radio League/Amateur Radio Satellite Corporation and the Johnson Space Center Amateur Radio Club to encourage public participation in the space program through an endeavor to demonstrate the effectiveness of conducting short-wave radio transmissions. These transmissions occur between the Shuttle and ground-based radio operators at low cost ground stations with amateur and digital techniques. As on several previous missions, SAREX was used on this flight as an educational opportunity for students around the world to learn about space firsthand by speaking directly to astronauts aboard the Shuttle.

LDEF Materials/Contamination

NASA Technical Reports Server (NTRS)

Pippin, Gary

1997-01-01

This pictorial presentation reviews the post-flight analysis results from two type of hardware (tray clamp bolt heads and uhcre flight experiment tray walls) from the Long Duration Exposure Facility (LDEF). It will also discuss flight hardware for one upcoming (Effects of the Space Environment on Materials (ESEM) flight experiment), and two current flight experiments evaluating the performance of materials in space (Passive Optical Sample Assembly (POSA) 1&2 flight experiments. These flight experiments also are concerned with contamination effects which will also be discussed.

Distrubtion Tolerant Network Technology Flight Validation Report: DINET

NASA Technical Reports Server (NTRS)

Jones, Ross M.

2009-01-01

In October and November of 2008, the Jet Propulsion Laboratory installed and tested essential elements of Delay/Disruption Tolerant Networking (DTN) technology on the Deep Impact spacecraft. This experiment, called Deep Impact Network Experiment (DINET), was performed in close cooperation with the EPOXI project which has responsibility for the spacecraft. During DINET some 300 images were transmitted from the JPL nodes to the spacecraft. Then, they were automatically forwarded from the spacecraft back to the JPL nodes, exercising DTN's bundle origination, transmission, acquisition, dynamic route computation, congestion control, prioritization, custody transfer, and automatic retransmission procedures, both on the spacecraft and on the ground, over a period of 27 days. All transmitted bundles were successfully received, without corruption. The DINET experiment demonstrated DTN readiness for operational use in space missions.

Distribution Tolerant Network Technology Flight Validation Report: DINET

NASA Technical Reports Server (NTRS)

Jones, Ross M.

2009-01-01

In October and November of 2008, the Jet Propulsion Laboratory installed and tested essential elements of Delay/Disruption Tolerant Networking (DTN) technology on the Deep Impact spacecraft. This experiment, called Deep Impact Network Experiment (DINET), was performed in close cooperation with the EPOXI project which has responsibility for the spacecraft. During DINET some 300 images were transmitted from the JPL nodes to the spacecraft. Then, they were automatically forwarded from the spacecraft back to the JPL nodes, exercising DTN's bundle origination, transmission, acquisition, dynamic route computation, congestion control, prioritization, custody transfer, and automatic retransmission procedures, both on the spacecraft and on the ground, over a period of 27 days. All transmitted bundles were successfully received, without corruption. The DINET experiment demonstrated DTN readiness for operational use in space missions.

YF-12C in flight at sunset

NASA Technical Reports Server (NTRS)

1974-01-01

The so-called YF-12C in flight at sunset. The YF-12C was the second production SR-71A (61-7951), modified with YF-12A inlets and engines, and given a bogus tail number (06937). It replaced a YF-12A (60-6936) that crashed during a joint USAF-NASA research program. The Flight Research Center's involvement with the YF-12A, an interceptor version of the Lockheed A-12, began in 1967. Ames Research Center was interested in using wind tunnel data that had been generated at Ames under extreme secrecy. Also, the Office of Advanced Research and Technology (OART) saw the YF-12A as a means to advance high-speed technology, which would help in designing the Supersonic Transport (SST). The Air Force needed technical assistance to get the latest reconnaissance version of the A-12 family, the SR-71A, fully operational. Eventually, the Air Force offered NASA the use of two YF-12A aircraft, 60-6935 and 60-6936. A joint NASA-USAF program was mapped out in June 1969. NASA and Air Force technicians spent three months readying 935 for flight. On 11 December 1969, the flight program got underway with a successful maiden flight piloted by Col. Joe Rogers and Maj. Gary Heidelbaugh of the SR-71/F-12 Test Force. During the program, the Air Force concentrated on military applications, and NASA pursued a loads research program. NASA studies included inflight heating, skin-friction cooling, 'coldwall' research (a heat transfer experiment), flowfield studies, shaker vane research, and tests in support of the Space Shuttle landing program. Ultimately, 935 became the workhorse of the program, with 146 flights between 11 December 1969 and 7 November 1979. The second YF-12A, 936, made 62 flights. It was lost in a non-fatal crash on 24 June 1971. It was replaced by the YF-12C. The YF-12C was delivered to NASA on 16 July 1971. From then until 22 December 1978, it made 90 flights. The Lockheed A-12 family, known as the Blackbirds, were designed by Clarence 'Kelly' Johnson. They were constructed mostly of titanium to withstand aerodynamic heating. Fueled by JP-7, the Blackbirds were capable of cruising at Mach 3.2 and attaining altitudes in excess of 80,000 feet. The first version, a CIA reconnaissance aircraft that first flew in April 1962 was called the A-12. An interceptor version was developed in 1963 under the designation YF-12A. A USAF reconnaissance variant, called the SR-71, was first flown in 1964. The A-12 and SR-71 designs included leading and trailing edges made of high-temperature fiberglass-asbestos laminates. The NASA YF-12 research program was ambitious; the aircraft flew an average of once a week unless down for extended maintenance or modification. Program expenses averaged $3.1 million per year just to run the flight tests. NASA crews for the YF-12 included pilots Fitzhugh Fulton and Donald Mallick, anf flight test engineers Victor Horton and Ray Young. Other NASA test pilots checked out in the YF-12A included John Manke, William Dana, Gary Krier, Einar Enevoldson, Tom McMurtry, Steve Ishmael, and Michael Swann. The YF-12C was flown only by Fulton, Mallick, Horton and Young during its NASA research missions.

KSC-08pd1269

NASA Image and Video Library

2008-05-09

CAPE CANAVERAL, Fla. -- The STS-124 crew departs NASA's Kennedy Space Center after a successful launch dress rehearsal called the terminal countdown demonstration test. Seated in the T-38 training jet, Mission Specialist Mike Fossum is ready to put on his helmet for the flight back to Houston. The crew is expected to return in late May for the May 31 launch of space shuttle Discovery. On the STS-124 mission, the crew will deliver and install the Japanese Experiment Module – Pressurized Module and Japanese Remote Manipulator System. Photo credit: NASA/Kim Shiflett

KSC-08pd1266

NASA Image and Video Library

2008-05-09

CAPE CANAVERAL, Fla. -- The crew for the STS-124 mission departs NASA's Kennedy Space Center after a successful launch dress rehearsal called the terminal countdown demonstration test. Seen here are Commander Mark Kelly and Mission Specialist Greg Chamitoff heading for the T-38 training jets for their flight back to Houston. The crew is expected to return in late May for the May 31 launch of space shuttle Discovery. On the STS-124 mission, the crew will deliver and install the Japanese Experiment Module – Pressurized Module and Japanese Remote Manipulator System. Photo credit: NASA/Kim Shiflett

KSC-08pd1265

NASA Image and Video Library

2008-05-09

CAPE CANAVERAL, Fla. -- The crew for the STS-124 mission departs NASA's Kennedy Space Center after a successful launch dress rehearsal called the terminal countdown demonstration test. Seen here are Mission Specialists Ron Garan and Karen Nyberg heading for the T-38 training jets for their flight back to Houston. The crew is expected to return in late May for the May 31 launch of space shuttle Discovery. On the STS-124 mission, the crew will deliver and install the Japanese Experiment Module – Pressurized Module and Japanese Remote Manipulator System. Photo credit: NASA/Kim Shiflett

The E and B EXperiment: EBEX

NASA Astrophysics Data System (ADS)

Helson, Kyle R.

2015-08-01

We report on the status of the E and B Experiment (EBEX) a balloon-borne polarimeter designed to measure the polarization of the cosmic microwave background radiation. The instrument employs a 1.5 meter Gregorian Mizuguchi-Dragone telescope providing 8 arc-minute resolution at three bands centered on 150, 250, and 410 GHz. A continuously rotating achromatic half wave plate, mounted on a superconducting magnetic bearing, and a polarizing grid give EBEX polarimetric capabilities. Radiation is detected with a kilo-pixel array of transition edge sensor (TES) bolometers that are cooled to 0.25 K. The detectors are readout using SQUID current amplifiers and a digital frequency-domain multiplexing system in which 16 detectors are readout simultaneously with two wires. EBEX is the first instrument to implement TESs and such readout system on board a balloon-borne platform. EBEX was launched from the Antarctic in December 2012 on an 11-day long-duration balloon flight. This presentation will provide an overview of the instrument and discuss the flight and status of the data analysis. We also discuss the next generation of EBEX called EBEX10k, currently in development.

Wright Flyer detail in Bob McCall's Centennial of Flight mural

NASA Image and Video Library

2003-06-05

The mural was created to celebrate the achievements of Wilbur and Orville Wright and to commemorate a century of powered flight. Central to the composition is the 1903 Wright Flyer. "On Dec. 17, 1903, the Wright brothers inaugurated the aerial age with their successful first flights of a heavier-than-air flying machine at Kitty Hawk, N.C. This airplane, known as the Wright Flyer, sometimes referred to as the Kitty Hawk Flyer, was the product of a sophisticated four-year program of research and development conducted by Wilbur and Orville Wright beginning in 1899. During the Wrights' design and construction of their experimental aircraft, they also pioneered many of the basic tenets and techniques of modern aeronautical engineering, such as the use of a wind tunnel and flight testing as design tools. Their seminal accomplishment encompassed not only the breakthrough first flight of an airplane, but also the equally important achievement of establishing the foundation of aeronautical engineering." Dr. Peter Jakab, Curator of Aviation, National Air and Space Museum, Smithsonian Institution "Celebrating One Hundred Years of Powered Flight, 1903-2003", documents many significant achievements in aeronautics and space flight from the dawn of powered flight to the present. Historic aircraft and spacecraft serve as the backdrop, highlighting six figures representing the human element that made these milestones possible. These figures stand, symbolically supported by the words of Wilbur Wright, "It is my belief that flight is possible…" The quote was taken from a letter written to his father on September 3rd, 1900, announcing Wilbur's intention to make "some experiments with a flying machine" at Kitty Hawk, North Carolina. "This year, Bob is helping us commemorate the Centennial of Flight with a beautiful mural slated for placement in our Dryden Flight Research Center that documents the history of flight from the Wright Flyer to the International Space Station. We should

X-38 Experimental Controls Laws

NASA Technical Reports Server (NTRS)

Munday, Steve; Estes, Jay; Bordano, Aldo J.

2000-01-01

X-38 Experimental Control Laws X-38 is a NASA JSC/DFRC experimental flight test program developing a series of prototypes for an International Space Station (ISS) Crew Return Vehicle, often called an ISS "lifeboat." X- 38 Vehicle 132 Free Flight 3, currently scheduled for the end of this month, will be the first flight test of a modem FCS architecture called Multi-Application Control-Honeywell (MACH), originally developed by the Honeywell Technology Center. MACH wraps classical P&I outer attitude loops around a modem dynamic inversion attitude rate loop. The dynamic inversion process requires that the flight computer have an onboard aircraft model of expected vehicle dynamics based upon the aerodynamic database. Dynamic inversion is computationally intensive, so some timing modifications were made to implement MACH on the slower flight computers of the subsonic test vehicles. In addition to linear stability margin analyses and high fidelity 6-DOF simulation, hardware-in-the-loop testing is used to verify the implementation of MACH and its robustness to aerodynamic and environmental uncertainties and disturbances.

Investigating the benefits of scene linking for a pathway HMD: from laboratory flight experiments to flight tests

NASA Astrophysics Data System (ADS)

Schmerwitz, Sven; Többen, Helmut; Lorenz, Bernd; Iijima, Tomoko; Kuritz-Kaiser, Anthea

2006-05-01

Pathway-in-the-sky displays enable pilots to accurately fly difficult trajectories. However, these displays may drive pilots' attention to the aircraft guidance task at the expense of other tasks particularly when the pathway display is located head-down. A pathway HUD may be a viable solution to overcome this disadvantage. Moreover, the pathway may mitigate the perceptual segregation between the static near domain and the dynamic far domain and hence, may improve attention switching between both sources. In order to more comprehensively overcome the perceptual near-to-far domain disconnect alphanumeric symbols could be attached to the pathway leading to a HUD design concept called 'scene-linking'. Two studies are presented that investigated this concept. The first study used a simplified laboratory flight experiment. Pilots (N=14) flew a curved trajectory through mountainous terrain and had to detect display events (discrete changes in a command speed indicator to be matched with current speed) and outside scene events (hostile SAM station on ground). The speed indicators were presented in superposition to the scenery either in fixed position or scene-linked to the pathway. Outside scene event detection was found improved with scene linking, however, flight-path tracking was markedly deteriorated. In the second study a scene-linked pathway concept was implemented on a monocular retinal scanning HMD and tested in real flights on a Do228 involving 5 test pilots. The flight test mainly focused at usability issues of the display in combination with an optical head tracker. Visual and instrument departure and approach tasks were evaluated comparing HMD navigation with standard instrument or terrestrial navigation. The study revealed limitations of the HMD regarding its see-through capability, field of view, weight and wearing comfort that showed to have a strong influence on pilot acceptance rather than rebutting the approach of the display concept as such.

Approaching birds with drones: first experiments and ethical guidelines

PubMed Central

Vas, Elisabeth; Lescroël, Amélie; Duriez, Olivier; Boguszewski, Guillaume; Grémillet, David

2015-01-01

Unmanned aerial vehicles, commonly called drones, are being increasingly used in ecological research, in particular to approach sensitive wildlife in inaccessible areas. Impact studies leading to recommendations for best practices are urgently needed. We tested the impact of drone colour, speed and flight angle on the behavioural responses of mallards Anas platyrhynchos in a semi-captive situation, and of wild flamingos (Phoenicopterus roseus) and common greenshanks (Tringa nebularia) in a wetland area. We performed 204 approach flights with a quadricopter drone, and during 80% of those we could approach unaffected birds to within 4 m. Approach speed, drone colour and repeated flights had no measurable impact on bird behaviour, yet they reacted more to drones approaching vertically. We recommend launching drones farther than 100 m from the birds and adjusting approach distance according to species. Our study is a first step towards a sound use of drones for wildlife research. Further studies should assess the impacts of different drones on other taxa, and monitor physiological indicators of stress in animals exposed to drones according to group sizes and reproductive status. PMID:25652220

Saturn Apollo Program

NASA Image and Video Library

1971-01-31

In the launch control center at Kennedy Space Flight Center (KSC), Walter J. Kapryan, Director of Launch Operations (center), discusses an aspect of the Apollo 14 flight with Marshall Space Flight Center’s (MSFC) Dr. Rocco A. Petrone, Apollo Program Director (right). The Apollo 14, carrying a crew of three astronauts: Mission commander Alan B. Shepard Jr., Command Module pilot Stuart A. Roosa, and Lunar Module pilot Edgar D. Mitchell, lifted off from launch complex 39A at KSC on January 31, 1971. It was the third manned lunar landing, the first manned landing in exploration of the lunar highlands, and it demonstrated pinpoint landing capability. The major goal of Apollo 14 was the scientific exploration of the Moon in the foothills of the rugged Fra Mauro region. The extravehicular activity (EVA) of astronauts Shepard and Mitchell included setting up an automated scientific laboratory called Apollo Lunar Scientific Experiments Package (ALSEP), and collecting a total of about 95 pounds (43 kilograms) of Moon rock and soil for a geological investigation back on the Earth. Apollo 14 safely returned to Earth on February 9, 1971.

A Low-Cost Part-Task Flight Training System: An Application of a Head Mounted Display

DTIC Science & Technology

1990-12-01

architecture. The task at hand was to develop a software emulation libary that would emulate the function calls used within the Flight and Dog programs. This...represented in two hexadecimal digits for each color. The format of the packed long integer looks like aaggbbrr with each color value representing a...Western Digital ethernet card as the cheapest compatible card available. Good fortune arrived, as I was calling to order the card, I saw an unused card

Innovative use of global navigation satellite systems for flight inspection

NASA Astrophysics Data System (ADS)

Kim, Eui-Ho

The International Civil Aviation Organization (ICAO) mandates flight inspection in every country to provide safety during flight operations. Among many criteria of flight inspection, airborne inspection of Instrument Landing Systems (ILS) is very important because the ILS is the primary landing guidance system worldwide. During flight inspection of the ILS, accuracy in ILS landing guidance is checked by using a Flight Inspection System (FIS). Therefore, a flight inspection system must have high accuracy in its positioning capability to detect any deviation so that accurate guidance of the ILS can be maintained. Currently, there are two Automated Flight Inspection Systems (AFIS). One is called Inertial-based AFIS, and the other one is called Differential GPS-based (DGPS-based) AFIS. The Inertial-based AFIS enables efficient flight inspection procedures, but its drawback is high cost because it requires a navigation-grade Inertial Navigation System (INS). On the other hand, the DGPS-based AFIS has relatively low cost, but flight inspection procedures require landing and setting up a reference receiver. Most countries use either one of the systems based on their own preferences. There are around 1200 ILS in the U.S., and each ILS must be inspected every 6 to 9 months. Therefore, it is important to manage the airborne inspection of the ILS in a very efficient manner. For this reason, the Federal Aviation Administration (FAA) mainly uses the Inertial-based AFIS, which has better efficiency than the DGPS-based AFIS in spite of its high cost. Obviously, the FAA spends tremendous resources on flight inspection. This thesis investigates the value of GPS and the FAA's augmentation to GPS for civil aviation called the Wide Area Augmentation System (or WAAS) for flight inspection. Because standard GPS or WAAS position outputs cannot meet the required accuracy for flight inspection, in this thesis, various algorithms are developed to improve the positioning ability of Flight Inspection Systems (FIS) by using GPS and WAAS in novel manners. The algorithms include Adaptive Carrier Smoothing (ACS), optimizing WAAS accuracy and stability, and reference point-based precise relative positioning for real-time and near-real-time applications. The developed systems are WAAS-aided FIS, WAAS-based FIS, and stand-alone GPS-based FIS. These systems offer both high efficiency and low cost, and they have different advantages over one another in terms of accuracy, integrity, and worldwide availability. The performance of each system is tested with experimental flight test data and shown to have accuracy that is sufficient for flight inspection and superior to the current Inertial-based AFIS.

Greased Lightning (GL-10) Performance Flight Research: Flight Data Report

NASA Technical Reports Server (NTRS)

McSwain, Robert G.; Glaab, Louis J.; Theodore, Colin R.; Rhew, Ray D. (Editor); North, David D. (Editor)

2017-01-01

Modern aircraft design methods have produced acceptable designs for large conventional aircraft performance. With revolutionary electronic propulsion technologies fueled by the growth in the small UAS (Unmanned Aerial Systems) industry, these same prediction models are being applied to new smaller, and experimental design concepts requiring a VTOL (Vertical Take Off and Landing) capability for ODM (On Demand Mobility). A 50% sub-scale GL-10 flight model was built and tested to demonstrate the transition from hover to forward flight utilizing DEP (Distributed Electric Propulsion)[1][2]. In 2016 plans were put in place to conduct performance flight testing on the 50% sub-scale GL-10 flight model to support a NASA project called DELIVER (Design Environment for Novel Vertical Lift Vehicles). DELIVER was investigating the feasibility of including smaller and more experimental aircraft configurations into a NASA design tool called NDARC (NASA Design and Analysis of Rotorcraft)[3]. This report covers the performance flight data collected during flight testing of the GL-10 50% sub-scale flight model conducted at Beaver Dam Airpark, VA. Overall the flight test data provides great insight into how well our existing conceptual design tools predict the performance of small scale experimental DEP concepts. Low fidelity conceptual design tools estimated the (L/D)( sub max)of the GL-10 50% sub-scale flight model to be 16. Experimentally measured (L/D)( sub max) for the GL-10 50% scale flight model was 7.2. The aerodynamic performance predicted versus measured highlights the complexity of wing and nacelle interactions which is not currently accounted for in existing low fidelity tools.

Real-time remote scientific model validation

NASA Technical Reports Server (NTRS)

Frainier, Richard; Groleau, Nicolas

1994-01-01

This paper describes flight results from the use of a CLIPS-based validation facility to compare analyzed data from a space life sciences (SLS) experiment to an investigator's preflight model. The comparison, performed in real-time, either confirms or refutes the model and its predictions. This result then becomes the basis for continuing or modifying the investigator's experiment protocol. Typically, neither the astronaut crew in Spacelab nor the ground-based investigator team are able to react to their experiment data in real time. This facility, part of a larger science advisor system called Principal Investigator in a Box, was flown on the space shuttle in October, 1993. The software system aided the conduct of a human vestibular physiology experiment and was able to outperform humans in the tasks of data integrity assurance, data analysis, and scientific model validation. Of twelve preflight hypotheses associated with investigator's model, seven were confirmed and five were rejected or compromised.

YF-12C on ramp

NASA Technical Reports Server (NTRS)

1973-01-01

The so-called YF-12C on the NASA Flight Research Center ramp. Following the loss of a YF-12A in a non-fatal accident in June 1971, NASA acquired the second production SR-71A (61-7951) from the Air Force. Because the SR-71 program was shrouded in the highest secrecy, the Air Force restricted NASA to using the aircraft solely for propulsion testing with YF-12A inlets and engines. It was designated the YF-12C, and given a bogus tail number (06937). The two YF-12As in the program had actual tail numbers 06935 and 06936. The first NASA flight of the YF-12C took place on 24 May 1972. The Flight Research Center's involvement with the YF-12A, an interceptor version of the Lockheed A-12, began in 1967. Ames Research Center was interested in using wind tunnel data that had been generated at Ames under extreme secrecy. Also, the Office of Advanced Research and Technology (OART) saw the YF-12A as a means to advance high-speed technology, which would help in designing the Supersonic Transport (SST). The Air Force needed technical assistance to get the latest reconnaissance version of the A-12 family, the SR-71A, fully operational. Eventually, the Air Force offered NASA the use of two YF-12A aircraft, 60-6935 and 606936. A joint NASA-USAF program was mapped out in June 1969. NASA and Air Force technicians spent three months readying 935 for flight. On 11 December 1969, the flight program got underway with a successful maiden flight piloted by Col. Joe Rogers and Maj. Gary Heidelbaugh of the SR-71/F-12 Test Force. During the program, the Air Force concentrated on military applications, and NASA pursued a loads research program. NASA studies included inflight heating, skin-friction cooling, 'coldwall' research (a heat transfer experiment), flowfield studies, shaker vane research, and tests in support of the Space Shuttle landing program. Ultimately, 935 became the workhorse of the program, with 146 flights between 11 December 1969 and 7 November 1979. The second YF-12A, 936, made 62 flights. It was lost in a non-fatal crash on 24 June 1971. It was replaced by the YF-12C. The Lockheed A-12 family, known as the Blackbirds, were designed by Clarence 'Kelly' Johnson. They were constructed mostly of titanium to withstand aerodynamic heating. Fueled by JP-7, the Blackbirds were capable of cruising at Mach 3.2 and attaining altitudes in excess of 80,000 feet. The first version, a CIA reconnaissance aircraft that first flew in April 1962 was called the A-12. An interceptor version was developed in 1963 under the designation YF-12A. A USAF reconnaissance variant, called the SR-71, was first flown in 1964. The A-12 and SR-71 designs included leading and trailing edges made of high-temperature fiberglass-asbestos laminates. The NASA YF-12 research program was ambitious; the aircraft flew an average of once a week unless down for extended maintenance or modification. Program expenses averaged $3.1 million per year just to run the flight tests. NASA crews for the YF-12 included pilots Fitzhugh Fulton and Donald Mallick, anf flight test engineers Victor Horton and Ray Young. Other NASA test pilots checked out in the YF-12A included John Manke, William Dana, Gary Krier, Einar Enevoldson, Tom McMurtry, Steve Ishmael, and Michael Swann. Only Fulton, Mallick, Ray, and Horton flew the YF-12C.

Auditory cortex of newborn bats is prewired for echolocation.

PubMed

Kössl, Manfred; Voss, Cornelia; Mora, Emanuel C; Macias, Silvio; Foeller, Elisabeth; Vater, Marianne

2012-04-10

Neuronal computation of object distance from echo delay is an essential task that echolocating bats must master for spatial orientation and the capture of prey. In the dorsal auditory cortex of bats, neurons specifically respond to combinations of short frequency-modulated components of emitted call and delayed echo. These delay-tuned neurons are thought to serve in target range calculation. It is unknown whether neuronal correlates of active space perception are established by experience-dependent plasticity or by innate mechanisms. Here we demonstrate that in the first postnatal week, before onset of echolocation and flight, dorsal auditory cortex already contains functional circuits that calculate distance from the temporal separation of a simulated pulse and echo. This innate cortical implementation of a purely computational processing mechanism for sonar ranging should enhance survival of juvenile bats when they first engage in active echolocation behaviour and flight.

Tunneling Flight Time, Chemistry, and Special Relativity.

PubMed

Petersen, Jakob; Pollak, Eli

2017-09-07

Attosecond ionization experiments have not resolved the question "What is the tunneling time?". Different definitions of tunneling time lead to different results. Second, a zero tunneling time for a material particle suggests that the nonrelativistic theory includes speeds greater than the speed of light. Chemical reactions, occurring via tunneling, should then not be considered in terms of a nonrelativistic quantum theory calling into question quantum dynamics computations on tunneling reactions. To answer these questions, we define a new experimentally measurable paradigm, the tunneling flight time, and show that it vanishes for scattering through an Eckart or a square barrier, irrespective of barrier length or height, generalizing the Hartman effect. We explain why this result does not lead to experimental measurement of speeds greater than the speed of light. We show that this tunneling is an incoherent process by comparing a classical Wigner theory with exact quantum mechanical computations.

Measuring Pilot Workload in a Moving-base Simulator. Part 2: Building Levels of Workload

NASA Technical Reports Server (NTRS)

Kantowitz, B. H.; Hart, S. G.; Bortolussi, M. R.; Shively, R. J.; Kantowitz, S. C.

1984-01-01

Pilot behavior in flight simulators often use a secondary task as an index of workload. His routine to regard flying as the primary task and some less complex task as the secondary task. While this assumption is quite reasonable for most secondary tasks used to study mental workload in aircraft, the treatment of flying a simulator through some carefully crafted flight scenario as a unitary task is less justified. The present research acknowledges that total mental workload depends upon the specific nature of the sub-tasks that a pilot must complete as a first approximation, flight tasks were divided into three levels of complexity. The simplest level (called the Base Level) requires elementary maneuvers that do not utilize all the degrees of freedom of which an aircraft, or a moving-base simulator; is capable. The second level (called the Paired Level) requires the pilot to simultaneously execute two Base Level tasks. The third level (called the Complex Level) imposes three simultaneous constraints upon the pilot.

The path to an experiment in space (from concept to flight)

NASA Technical Reports Server (NTRS)

Salzman, Jack A.

1994-01-01

The following are discussed in this viewgraph presentation on developing flight experiments for NASA's Microgravity Science and Applications Program: time from flight PI selection to launch; key flight experiment phases and schedule drivers; microgravity experiment definition/development process; definition and engineering development phase; ground-based reduced gravity research facilities; project organization; responsibilities and duties of principle investigator/co-investigators, project scientist, and project manager; the science requirements document; flight development phase; experiment cost and schedule; and keys to experiment success.

Perception and performance in flight simulators: The contribution of vestibular, visual, and auditory information

NASA Technical Reports Server (NTRS)

1979-01-01

The pilot's perception and performance in flight simulators is examined. The areas investigated include: vestibular stimulation, flight management and man cockpit information interfacing, and visual perception in flight simulation. The effects of higher levels of rotary acceleration on response time to constant acceleration, tracking performance, and thresholds for angular acceleration are examined. Areas of flight management examined are cockpit display of traffic information, work load, synthetic speech call outs during the landing phase of flight, perceptual factors in the use of a microwave landing system, automatic speech recognition, automation of aircraft operation, and total simulation of flight training.

Real-Time On-Board Airborne Demonstration of High-Speed On-Board Data Processing for Science Instruments (HOPS)

NASA Technical Reports Server (NTRS)

Beyon, Jeffrey Y.; Ng, Tak-Kwong; Davis, Mitchell J.; Adams, James K.; Bowen, Stephen C.; Fay, James J.; Hutchinson, Mark A.

2015-01-01

The project called High-Speed On-Board Data Processing for Science Instruments (HOPS) has been funded by NASA Earth Science Technology Office (ESTO) Advanced Information Systems Technology (AIST) program since April, 2012. The HOPS team recently completed two flight campaigns during the summer of 2014 on two different aircrafts with two different science instruments. The first flight campaign was in July, 2014 based at NASA Langley Research Center (LaRC) in Hampton, VA on the NASA's HU-25 aircraft. The science instrument that flew with HOPS was Active Sensing of CO2 Emissions over Nights, Days, and Seasons (ASCENDS) CarbonHawk Experiment Simulator (ACES) funded by NASA's Instrument Incubator Program (IIP). The second campaign was in August, 2014 based at NASA Armstrong Flight Research Center (AFRC) in Palmdale, CA on the NASA's DC-8 aircraft. HOPS flew with the Multifunctional Fiber Laser Lidar (MFLL) instrument developed by Excelis Inc. The goal of the campaigns was to perform an end-to-end demonstration of the capabilities of the HOPS prototype system (HOPS COTS) while running the most computationally intensive part of the ASCENDS algorithm real-time on-board. The comparison of the two flight campaigns and the results of the functionality tests of the HOPS COTS are presented in this paper.

Medical Operations Console Procedure Evaluation: BME Response to Crew Call Down for an Emergency

NASA Technical Reports Server (NTRS)

Johnson-Troop; Pettys, Marianne; Hurst, Victor, IV; Smaka, Todd; Paul, Bonnie; Rosenquist, Kevin; Gast, Karin; Gillis, David; McCulley, Phyllis

2006-01-01

International Space Station (ISS) Mission Operations are managed by multiple flight control disciplines located at the lead Mission Control Center (MCC) at NASA-Johnson Space Center (JSC). ISS Medical Operations are supported by the complementary roles of Flight Surgeons (Surgeon) and Biomedical Engineer (BME) flight controllers. The Surgeon, a board certified physician, oversees all medical concerns of the crew and the BME provides operational and engineering support for Medical Operations Crew Health Care System. ISS Medical Operations is currently addressing the coordinated response to a crew call down for an emergent medical event, in particular when the BME is the only Medical Operations representative in MCC. In this case, the console procedure BME Response to Crew Call Down for an Emergency will be used. The procedure instructs the BME to contact a Surgeon as soon as possible, coordinate with other flight disciplines to establish a Private Medical Conference (PMC) for the crew and Surgeon, gather information from the crew if time permits, and provide Surgeon with pertinent console resources. It is paramount that this procedure is clearly written and easily navigated to assist the BME to respond consistently and efficiently. A total of five BME flight controllers participated in the study. Each BME participant sat in a simulated MCC environment at a console configured with resources specific to the BME MCC console and was presented with two scripted emergency call downs from an ISS crew member. Each participant used the procedure while interacting with analog MCC disciplines to respond to the crew call down. Audio and video recordings of the simulations were analyzed and each BME participant's actions were compared to the procedure. Structured debriefs were conducted at the conclusion of both simulations. The procedure was evaluated for its ability to elicit consistent responses from each BME participant. Trials were examined for deviations in procedure task completion and/or navigation, in particular the execution of the Surgeon call sequence. Debrief comments were used to analyze unclear procedural steps and to discern any discrepancies between the procedure and generally accepted BME actions. The sequence followed by BME participants differed considerably from the sequence intended by the procedure. Common deviations included the call sequence used to contact Surgeon, the content of BME and crew interaction and the gathering of pertinent console resources. Differing perceptions of task priority and imprecise language seem to have caused multiple deviations from the procedure s intended sequence. The study generated 40 recommendations for the procedure, of which 34 are being implemented. These recommendations address improving the clarity of the instructions, identifying training considerations, expediting Surgeon contact, improving cues for anticipated flight control team communication and identifying missing console tools.

Pathfinder

NASA Image and Video Library

2001-07-01

This photograph shows two Marshall Space Flight Center (MSFC) engineers, Mark Vaccaro (left) and Ken Welzyn, testing electrodynamic tethers in the MSFC Tether Winding and Spark Testing Facility. For 4 years, MSFC and industry partners have been developing the Propulsive Small Expendable Deployer System experiment, called ProSEDS. ProSEDS will test electrodynamic tether propulsion technology. Electrodynamic tethers are long, thin wires that collect electrical current when passing through a magnetic field. The tether works as a thruster as a magnetic field exerts a force on a current-carrying wire. Since electrodynamic tethers require no propellant, they could substantially reduce the weight of the spacecraft and provide a cost-effective method of reboosting spacecraft. The initial flight of ProSEDS is scheduled to fly aboard an Air Force Delta II rocket in the summer of 2002. In orbit, ProSEDS will deploy from a Delta II second stage. It will be a 3.1-mile (5 kilometer) long, ultrathin base-wire tether cornected with a 6.2-mile (10 kilometer) long non-conducting tether. This photograph shows Less Johnson, a scientist at MSFC, inspecting the nonconducting part of a tether as it exits a deployer similar to the one to be used in the ProSEDS experiment. The ProSEDS experiment is managed by the Space Transportation Directorate at MSFC.

Creating an Optimal Environment for Fish in Space - A Study Involving KOI CARP in Microgravity

NASA Astrophysics Data System (ADS)

Solheim, B. G. B.; Pettersson, M.

Through the course of two ESA parabolic flight campaigns, koi carps (Cyprinus carpio) have been observed and tested in microgravity. The aim of this study was to gain knowledge on how to create the best possible environment for fish in microgravity. We are at a stage in history where the thought of longer human space flights, to Mars and beyond, are starting to seem possible. Before this can happen, extensive knowledge is needed of which species function well in this environment. For space flights lasting several years, all food needed cannot be brought onboard, but rather will have to be grown or bred during flight. Fish have a mechanism called the dorsal light response that have the effect of working as a pseudo night. We have also investigated whether the lateral line system, functioning as a sort of remote sensing system, in addition to information from tactile stimuli, can be taken advantage of. During two flights a physical rod structure was placed inside the aquarium. Two groups of fish accustomed to living in an environment with a rod structure, for a period of five days before flight, were compared to two similar groups never exposed to a rod structure before flight. There was a significant difference in behaviour, the group "trained" with rods showing much less abnormal, stressed behaviour. It was also observed that considerable variations in light sensitivity exists among the fish, but fish "trained" with rod structure were much less dependent on a given light level. When visual information was no longer available, they used the rods for orientation. Observations also confirm that light reflections from within the aquarium, as well as multiple light sources from different angles, have a clear negative effect causing rolling behaviour. Contrary to other experiments, we observed rolling both towards the left and right in most fish, although dominant in one direction. When the majority of light reflections were removed, rolling almost completely disappeared. A few occasions of looping were also observed, but only backwards. This variety of looping has only been observed in one other experiment before.

Crying wolf to a predator: deceptive vocal mimicry by a bird protecting young

PubMed Central

Igic, Branislav; McLachlan, Jessica; Lehtinen, Inkeri; Magrath, Robert D.

2015-01-01

Animals often mimic dangerous or toxic species to deter predators; however, mimicry of such species may not always be possible and mimicry of benign species seems unlikely to confer anti-predator benefits. We reveal a system in which a bird mimics the alarm calls of harmless species to fool a predator 40 times its size and protect its offspring against attack. Our experiments revealed that brown thornbills (Acanthiza pusilla) mimic a chorus of other species' aerial alarm calls, a cue of an Accipiter hawk in flight, when predators attack their nest. The absence of any flying predators in this context implies that these alarms convey deceptive information about the type of danger present. Experiments on the primary nest predators of thornbills, pied currawongs (Strepera graculina), revealed that the predators treat these alarms as if they themselves are threatened by flying hawks, either by scanning the sky for danger or fleeing, confirming a deceptive function. In turn, these distractions delay attack and provide thornbill nestlings with an opportunity to escape. This sophisticated defence strategy exploits the complex web of interactions among multiple species across several trophic levels, and in particular exploits a predator's ability to eavesdrop on and respond appropriately to heterospecific alarm calls. Our findings demonstrate that prey can fool predators by deceptively mimicking alarm calls of harmless species, suggesting that defensive mimicry could be more widespread because of indirect effects on predators within a web of eavesdropping. PMID:26041353

X-15A-2 with dummy ramjet

NASA Technical Reports Server (NTRS)

1967-01-01

This photo shows the X-15A-2 (56-6671) on a research flight with a dummy ramjet engine attached to the bottom of its wedge-shaped vertical tail. One of the experiments planned for the X-15A-2 involved tests of a functional ramjet at speeds above Mach 5. This photo was taken with a dummy ramjet. On this research flight, the X-15A-2 did not carry the two drop tanks used on its Mach 6.7 flight. It also had not yet been covered with an ablative coating. The X-15A-2 made several flights with the dummy ramjet, leading to the record Mach 6.7 flight on October 3, 1967. Delays in producing the operational ramjet, aerodynamic heating damage to the aircraft during the record flight (despite the ablative coating), and the end of the X-15 program in 1968 resulted in no flights with the actual ramjet. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

SR-71 LASRE during in-flight cold flow test

NASA Technical Reports Server (NTRS)

1998-01-01

This shot, from above and behind the SR-71 in flight, runs 11 seconds and shows the Aerospike engine and its fuel system being charged with gaseous helium and liquid nitrogen during one of two tests. The tests are to check for leaks and check the flow characteristics of cryogenic fuels to be used in the engine. The NASA/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) concluded its flight operations phase at the NASA Dryden Flight Research Center, Edwards, California, in November 1998. The goal of this experiment was to provide in-flight data to help Lockheed Martin, Bethesda, Maryland, validate the computational predictive tools it was using to determine the aerodynamic performance of a future potential reusable launch vehicle. Information from the LASRE experiment will help Lockheed Martin maximize its design for a future potential reusable launch vehicle. It gave Lockheed an understanding of the performance of the lifting body and linear aerospike engine combination even before the X-33 Advanced Technology Demonstrator flies. LASRE was a small, half-span model of a lifting body with eight thrust cells of an aerospike engine. The experiment, mounted on the back of an SR-71 aircraft, operates like a kind of 'flying wind tunnel.' The experiment focused on determining how the engine plume of a reusable launch vehicle engine plume would affect the aerodynamics of its lifting body shape at specific altitudes and speeds reaching approximately 750 miles per hour. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements look to minimize that interaction. During the flight research program, the aircraft completed seven research flights. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus on the back of the aircraft. The first of those two flights occurred October 31, 1997. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 and a maximum altitude of 33,000 feet before landing at Edwards, California, at 10:21 a.m. PST, successfully validating the SR-71/pod configuration. Five follow-on flights focused on the experiment; two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to check engine operation characteristics. The first of these flights occurred March 4, 1998. The SR-71 took off at 10:16 a.m. PST. The aircraft flew for 1 hour and 57 minutes, reaching a maximum speed of Mach 1.58 before landing at Edwards, California, at 12:13 p.m. PST. During further flights in the spring and summer of 1998, liquid oxygen was cycled through the engine. In addition, two engine hot firings were conducted on the ground. It was decided not to do a final hot-fire flight test as a result of the liquid oxygen leaks in the test apparatus. The ground firings and the airborne cryogenic gas flow tests provided enough information to predict the hot gas effects of an aerospike engine firing during flight. The experiment itself was a small, half-span model that contained eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium and instrumentation. The model, engine, and canoe together were called the 'pod.' The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on the NASA SR-71, on loan to NASA from the U.S. Air Force. Lockheed Martin may use information gained from LASRE and the X-33 Advanced Technology Demonstrator to develop a potential future reusable launch vehicle. NASA and Lockheed Martin are partners in the X-33 program through a cooperative agreement. The goal of the X-33 program, and a major goal for the NASA Office of Aero-Space Technology, has been to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that will improve U.S. economic competitiveness. The program implements the National Space Transportation Policy, which was designed to accelerate the development of new launch technologies and concepts that contribute to the continuing commercialization of the national space launch industry. Both the flagship X-33 and the smaller X-34 technology testbed demonstrator fall under the Space Transportation Program Offices at NASA Marshall Space Flight Center, Huntsville, Alabama. The air-launched, winged X-34 also will demonstrate technologies applicable to future-generation reusable launch vehicles designed to dramatically lower the cost of access to space.

X-38 Vehicle 131R Free Flights 1 and 2

NASA Technical Reports Server (NTRS)

Munday, Steve

2000-01-01

The X-38 program is using a modern flight control system (FCS) architecture originally developed by Honeywell called MACH. During last year's SAE G&C subcommittee meeting, we outlined the design, implementation and testing of MACH in X-38 Vehicles 132, 131R & 201. During this year's SAE meeting, I'll focus upon the first two free flights of V131R, describing what caused the roll-over in FF1 and how we fixed it for FF2. I only have 30 minutes, so it will be a quick summary including VHS video. X-38 is a NASA JSC/DFRC experimental flight test program developing a series of prototypes for an International Space Station (ISS) Crew Return Vehicle (CRV), often described as an ISS "lifeboat." X-38 Vehicle 132 Free Flight 3 was the first flight test of a modern FCS architecture called Multi-Application ControlH (MACH), developed by the Honeywell Technology Center in Minneapolis and Honeywell's Houston Engineering Center. MACH wraps classical Proportional+integral (P+I) outer attitude loops around modern dynamic inversion attitude rate loops. The presentation at last year's SAE Aerospace Meeting No. 85 focused upon the design and testing of the FCS algorithm and Vehicle 132 Free Flight 3. This presentation will summarize flight control and aerodynamics lessons learned during Free Flights 1 and 2 of Vehicle 131R, a subsonic test vehicle laying the groundwork for the orbital/entry test of Vehicle 201 in 2003.

EC86-33385-002

NASA Image and Video Library

1986-02-27

This photograph shows a modified General Dynamics AFTI/F-111A Aardvark in flight with supercritical mission adaptive wings (MAW) installed. With the phasing out of the TACT program came a renewed effort by the Air Force Flight Dynamics Laboratory to extend supercritical wing technology to a higher level of performance. In the early 1980s the supercritical wing on the F-111A aircraft was replaced with a wing built by Boeing Aircraft Company System called a “mission adaptive wing” (MAW), and a joint NASA and Air Force program called Advanced Fighter Technology Integration (AFTI) was born.

Ion beam plume and efflux characterization flight experiment study. [space shuttle payload

NASA Technical Reports Server (NTRS)

Sellen, J. M., Jr.; Zafran, S.; Cole, A.; Rosiak, G.; Komatsu, G. K.

1977-01-01

A flight experiment and flight experiment package for a shuttle-borne flight test of an 8-cm mercury ion thruster was designed to obtain charged particle and neutral particle material transport data that cannot be obtained in conventional ground based laboratory testing facilities. By the use of both ground and space testing of ion thrusters, the flight worthiness of these ion thrusters, for other spacecraft applications, may be demonstrated. The flight experiment definition for the ion thruster initially defined a broadly ranging series of flight experiments and flight test sensors. From this larger test series and sensor list, an initial flight test configuration was selected with measurements in charged particle material transport, condensible neutral material transport, thruster internal erosion, ion beam neutralization, and ion thrust beam/space plasma electrical equilibration. These measurement areas may all be examined for a seven day shuttle sortie mission and for available test time in the 50 - 100 hour period.

Particle Engulfment and Pushing by Solidifying Interfaces

NASA Technical Reports Server (NTRS)

Stefanescu, Doru M.; Juretzko, Frank R.; Dhindaw, Brij K.; Sen, Subhayu; Curren, Peter A.

1999-01-01

The scientific objectives of the work on Particle Engulfment and Pushing by Solidifying Interfaces (PEP) include: (1) to enhance the fundamental understanding of the physics of interaction between inert particles and the solidification interface, and (2) to investigate aspects of melt processing of particulate metal matrix composites in the unique microgravity environment that will yield some vital information for terrestrial applications. The proposal itself calls for a long-term effort on the Space Station. This paper reports on ground experiments performed to date, as well as on the results obtained from two flight opportunities, the LMS mission (1996) and the USMP-4 mission (1997).

KSC-08pd1267

NASA Image and Video Library

2008-05-09

CAPE CANAVERAL, Fla. -- The crew for the STS-124 mission departs NASA's Kennedy Space Center after a successful launch dress rehearsal called the terminal countdown demonstration test. Commander Mark Kelly (right) waits his turn to climb into the cockpit of the T-38 training jet for the flight back to Houston. Mission Specialist Greg Chamitoff is already seated. The crew is expected to return in late May for the May 31 launch of space shuttle Discovery. On the STS-124 mission, the crew will deliver and install the Japanese Experiment Module – Pressurized Module and Japanese Remote Manipulator System. Photo credit: NASA/Kim Shiflett

NASA aviation safety reporting system

NASA Technical Reports Server (NTRS)

1980-01-01

Knowledge of limitations of the Air Traffic Control system in conflict avoidance capabilities is discussed. Assumptions and expectations held by by airmen regarding the capabilities of the system are presented. Limitations related to communication are described and problems associated with visual approaches, airspace configurations, and airport layouts are discussed. A number of pilot and controller reports illustrative of three typical problem types: occurrences involving pilots who have limited experience; reports describing inflight calls for assistance; and flights in which pilots have declined to use available radar services are presented. Examples of Alert Bulletins and the FAA responses to them are included.

KSC-2009-3405

NASA Image and Video Library

2009-06-03

CAPE CANAVERAL, Fla. – During a question-and-answer session with the media at NASA Kennedy Space Center's Launch Pad 39A, STS-127 Mission Specialists Christopher Cassidy (left) and Dave Wolf banter about their shared experiences. The crew is at Kennedy for a launch dress rehearsal called the terminal countdown demonstration test, or TCDT, which includes emergency egress training and equipment familiarization. Space shuttle Endeavour's STS-127 mission is the final of three flights dedicated to the assembly of the Japanese Kibo laboratory complex on the International Space Station. Endeavour's launch is targeted for June 13. Photo credit: NASA/Kim Shiflett

Small but wise: Common marmosets (Callithrix jacchus) use acoustic signals as cues to avoid interactions with blonde capuchin monkeys (Sapajus flavius).

PubMed

Bastos, Monique; Medeiros, Karolina; Jones, Gareth; Bezerra, Bruna

2018-03-01

Vocalizations are often used by animals to communicate and mediate social interactions. Animals may benefit from eavesdropping on calls from other species to avoid predation and thus increase their chances of survival. Here we use both observational and experimental evidence to investigate eavesdropping and how acoustic signals may mediate interactions between two sympatric and endemic primate species (common marmosets and blonde capuchin monkeys) in a fragment of Atlantic Rainforest in Northeastern Brazil. We observed 22 natural vocal encounters between the study species, but no evident visual or physical contact over the study period. These two species seem to use the same area throughout the day, but at different times. We broadcasted alarm and long distance calls to and from both species as well as two control stimuli (i.e., forest background noise and a loud call from an Amazonian primate) in our playback experiments. Common marmosets showed anti-predator behavior (i.e., vigilance and flight) when exposed to blonde capuchin calls both naturally and experimentally. However, blonde capuchin monkeys showed no anti-predator behavior in response to common marmoset calls. Blonde capuchins uttered long distance calls and looked in the direction of the speaker following exposure to their own long distance call, whereas they fled when exposed to their own alarm calls. Both blonde capuchin monkeys and common marmosets showed fear behaviors in response to the loud call from a primate species unknown to them, and showed no apparent response to the forest background noise. Common marmoset responses to blonde capuchin calls suggests that the latter is a potential predator. Furthermore, common marmosets appear to be eavesdropping on calls from blonde capuchin monkeys to avoid potentially costly encounters with them. © 2018 Wiley Periodicals, Inc.

Overview of the Scientific Balloon Activity in Sweden

NASA Astrophysics Data System (ADS)

Abrahamsson, Mattias; Kemi, Stig; Lockowandt, Christian; Andersson, Kent

SSC, formerly known as Swedish Space Corporation, is a Swedish state-owned company working in several different space related fields, including scientific stratospheric balloon launches. Esrange Space Centre (Esrange in short) located in the north of Sweden is the launch facility of SSC, where both sounding rocket launches and stratospheric balloon launches are conducted. At Esrange there are also facilities for satellite communication, including one of the largest civilian satellite data reception stations in the world. Stratospheric balloons have been launched from Esrange since 1974, when the first flights were performed together with the French space agency CNES. These balloon flights have normally flown eastward either only over Sweden or into Finland. Some flights have also had permission to fly into Russia, as far as the Ural Mountains. Normal flight times are from 4 to 12 hours. These eastward flights are conducted during the winter months (September to May). Long duration flights have been flown from ESC since 2005, when NASA flew the BLAST payload from Sweden to north Canada. The prevailing westerly wind pattern is very advantageous for trans-Atlantic flights during summer (late May to late July). The long flight times are very beneficial for astronomical payloads, such as telescopes that need long observation times. In 2013 two such payloads were flown, the first called SUNRISE was a German/US solar telescope, and the other called PoGOLite with a Swedish gamma-ray telescope. In 14 days PoGOLite, which had permission to fly over Russia, made an almost complete circumpolar flight. Typical scientific balloon payload fields include atmospheric research, including research on ozone depletion, astronomical and cosmological research, and research in technical fields such as aerodynamics. University students from all over Europe are involved in flights from Esrange under a Swedish/German programme called BEXUS. Two stratospheric balloons are flown with student payloads yearly, with the goal to introduce students in ballooning. Over the next couple of years the plan is to make a re-flight of the PoGOLite payload, fly two Japanese balloon payloads for planetary science missions, fly four student balloons, three balloons for technical studies of re-entry vehicles, and a balloon with a payload studying aerodynamic behaviour of a falling body.

Flight Planning

NASA Technical Reports Server (NTRS)

1991-01-01

Seagull Technology, Inc., Sunnyvale, CA, produced a computer program under a Langley Research Center Small Business Innovation Research (SBIR) grant called STAFPLAN (Seagull Technology Advanced Flight Plan) that plans optimal trajectory routes for small to medium sized airlines to minimize direct operating costs while complying with various airline operating constraints. STAFPLAN incorporates four input databases, weather, route data, aircraft performance, and flight-specific information (times, payload, crew, fuel cost) to provide the correct amount of fuel optimal cruise altitude, climb and descent points, optimal cruise speed, and flight path.

LASRE ground hotfire #2

NASA Technical Reports Server (NTRS)

1997-01-01

The NASA/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) concluded its flight operations phase at NASA Dryden Flight Research Center, Edwards, California, in November 1998. The experiment's goal was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future potential reusable launch vehicle. Information from the LASRE experiment will help Lockheed Martin maximize its design for a future potential reusable launch vehicle. It gave Lockheed an understanding of the performance of the lifting body and linear aerospike engine combination even before the X-33 Advanced Technology Demonstrator flies. LASRE was a small, half-span model of a lifting body with eight thrust cells of an aerospike engine. The experiment, mounted on the back of an SR-71 aircraft, operates like a kind of 'flying wind tunnel.' The experiment focused on determining how a reusable launch vehicle engine plume would affect the aerodynamics of its lifting body shape at specific altitudes and speeds of up to approximately 750 miles per hour. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements look to minimize that interaction. During the flight research program, the aircraft completed seven research flights. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus on the back of the aircraft. The first of those two flights occurred October 31, 1997. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 and a maximum altitude of 33,000 feet before landing at Edwards, California, at 10:21 a.m. PST, successfully validating the SR-71/pod configuration. Five follow-on flights focused on the experiment; two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to check engine operation characteristics. The first of these flights occurred March 4, 1998. The SR-71 took off at 10:16 a.m. PST. The aircraft flew for one hour and fifty-seven minutes, reaching a maximum speed of Mach 1.58 before landing at Edwards, California, at 12:13 p.m. PST. During further flights in the spring and summer of 1998, liquid oxygen was cycled through the engine. In addition, two engine hot firings were conducted on the ground. It was decided not to do a final hot-fire flight test as a result of the liquid oxygen leaks in the test apparatus. The ground firings and the airborne cryogenic gas flow tests provided enough information to predict the hot gas effects of an aerospike engine firing during flight. The experiment itself was a small, half-span model that contained eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium and instrumentation. The model, engine and canoe together were called the 'pod.' The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on NASA's SR-71, on loan to NASA from the U.S. Air Force. Lockheed Martin may use information gained from LASRE and the X-33 Advanced Technology Demonstrator to develop a potential future reusable launch vehicle. NASA and Lockheed Martin are partners in the X-33 program through a cooperative agreement.The goal of the X-33 program, and a major goal for NASA's Office of Aero-Space Technology, has been to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that will improve U.S. economic competitiveness. The program implements the National Space Transportation Policy, which was designed to accelerate the development of new launch technologies and concepts that contribute to the continuing commercialization of the national space launch industry. Both the flagship X-33 and the smaller X-34 technology testbed demonstrator fall under the Space Transportation Program Offices at NASA Marshall Space Flight Center, Huntsville, Alabama. The air-launched, winged X-34 also will demonstrate technologies applicable to future-generation reusable launch vehicles designed to dramatically lower the cost of access to space. The following 19-second clip shows one of two 'hot firings' of the Linear Aerospike engine on it's SR-71 test aircraft while on the ground at NASA Dryden Flight Research Center.

Apollo 8 Commander Frank Borman Receives Presidential Call

NASA Technical Reports Server (NTRS)

1968-01-01

Apollo 8 Astronaut Frank Borman, commander of the first manned Saturn V space flight into Lunar orbit, accepted a phone call from the U.S. President Lyndon B. Johnson prior to launch. Borman, along with astronauts William Anders, Lunar Module (LM) pilot, and James Lovell, Command Module (CM) pilot, launched aboard the Apollo 8 mission on December 21, 1968 and returned safely to Earth on December 27, 1968. The mission achieved operational experience and tested the Apollo command module systems, including communications, tracking, and life-support, in cis-lunar space and lunar orbit, and allowed evaluation of crew performance on a lunar orbiting mission. The crew photographed the lunar surface, both far side and near side, obtaining information on topography and landmarks as well as other scientific information necessary for future Apollo landings. All systems operated within allowable parameters and all objectives of the mission were achieved.

NASA Dryden's new in-house designed Propulsion Flight Test Fixture (PFTF), carried on an F-15B's cen

NASA Technical Reports Server (NTRS)

2001-01-01

NASA Dryden Flight Research Center's new in-house designed Propulsion Flight Test Fixture (PFTF) is an airborne engine test facility that allows engineers to glean actual flight data on small experimental engines that would otherwise have to be gathered from traditional wind tunnels, ground test stands or laboratory setups. Now, with the 'captive carry' capability of the PFTF, new air-breathing propulsion schemes, such as Rocket Based Combined Cycle engines, can be economically flight-tested using sub-scale experiments. The PFTF flew mated to NASA Dryden's specially-equipped supersonic F-15B research aircraft during December 2001 and January 2002. The PFTF, carried on the F-15B's centerline attachment point, underwent in-flight checkout, known as flight envelope expansion, in order to verify its design and capabilities. Envelope expansion for the PFTF included envelope clearance, which involves maximum performance testing. Top speed of the F-15B with the PFTF is Mach 2.0. Other elements of envelope clearance are flying qualities assessment and flutter analysis. Airflow visualization of the PFTF and a 'stand-in' test engine was accomplished by attaching small tufts of nylon on them and videotaping the flow patterns revealed during flight. A surrogate experimental engine shape, called the cone tube, was flown attached to the force balance on the PFTF. The cone tube emulated the dimensional and mass properties of the maximum design load the PFTF can carry. As the F-15B put the PFTF and the attached cone tube through its paces, accurate data was garnered, allowing engineers to fully verify PFTF and force balance capabilities in real flight conditions. When the first actual experimental engine is ready to fly on the F-15B/PFTF, engineers will have full confidence and knowledge of what they can accomplish with this 'flying engine test stand.'

NASA Dryden's new in-house designed Propulsion Flight Test Fixture (PFTF) flew mated to a specially-

NASA Technical Reports Server (NTRS)

2001-01-01

NASA Dryden Flight Research Center's new in-house designed Propulsion Flight Test Fixture (PFTF) is an airborne engine test facility that allows engineers to glean actual flight data on small experimental engines that would otherwise have to be gathered from traditional wind tunnels, ground test stands or laboratory setups. Now, with the 'captive carry' capability of the PFTF, new air-breathing propulsion schemes, such as Rocket Based Combined Cycle engines, can be economically flight-tested using sub-scale experiments. The PFTF flew mated to NASA Dryden's specially-equipped supersonic F-15B research aircraft during December 2001 and January 2002. The PFTF, carried on the F-15B's centerline attachment point, underwent in-flight checkout, known as flight envelope expansion, in order to verify its design and capabilities. Envelope expansion for the PFTF included envelope clearance, which involves maximum performance testing. Top speed of the F-15B with the PFTF is Mach 2.0. Other elements of envelope clearance are flying qualities assessment and flutter analysis. Airflow visualization of the PFTF and a 'stand-in' test engine was accomplished by attaching small tufts of nylon on them and videotaping the flow patterns revealed during flight. A surrogate experimental engine shape, called the cone tube, was flown attached to the force balance on the PFTF. The cone tube emulated the dimensional and mass properties of the maximum design load the PFTF can carry. As the F-15B put the PFTF and the attached cone tube through its paces, accurate data was garnered, allowing engineers to fully verify PFTF and force balance capabilities in real flight conditions. When the first actual experimental engine is ready to fly on the F-15B/PFTF, engineers will have full confidence and knowledge of what they can accomplish with this 'flying engine test stand.'

Design, development, and fabrication of a prototype ice pack heat sink subsystem. Flight experiment physical phenomena experiment chest

NASA Technical Reports Server (NTRS)

Roebelen, G. J., Jr.; Dean, W. C., II

1975-01-01

The concept of a flight experiment physical phenomena experiment chest, to be used eventually for investigating and demonstrating ice pack heat sink subsystem physical phenomena during a zero gravity flight experiment, is described.

American Aerospace Power: Reinvigorating Our Adventurous Spirit

DTIC Science & Technology

2015-02-03

1986), 45. 10 Ibid., 45-51. 11 Ibid., 122. 12 David H. Onkst, U.S. Centennial of Flight Commission, “Barnstormers,” http...A Call to the Future, July 2014. Site Content: Onkst, David H., U.S. Centennial of Flight Commission, “Barnstormers,” http

Orion flight test previewed on This Week @NASA - November 7, 2014

NASA Image and Video Library

2014-11-07

A NASA media briefing on Nov. 6 at Kennedy Space Center highlighted the fully assembled Orion spacecraft and details of its first test flight, scheduled for Dec. 4. The 4 and-a-half hour flight, called Exploration Flight Test-1, will send Orion 3,600 miles from Earth on a two-orbit flight to confirm its critical systems are ready for the challenges of eventually sending astronauts on deep space missions to an asteroid and Mars. Also, Delta IV Heavy wet dress test, Next ISS crew trains, Space agency leaders support ISS, Curiosity confirms orbital data and more!

First Middle East Aircraft Parabolic Flights for ISU Participant Experiments

NASA Astrophysics Data System (ADS)

Pletser, Vladimir; Frischauf, Norbert; Cohen, Dan; Foster, Matthew; Spannagel, Ruven; Szeszko, Adam; Laufer, Rene

2017-06-01

Aircraft parabolic flights are widely used throughout the world to create microgravity environment for scientific and technology research, experiment rehearsal for space missions, and for astronaut training before space flights. As part of the Space Studies Program 2016 of the International Space University summer session at the Technion - Israel Institute of Technology, Haifa, Israel, a series of aircraft parabolic flights were organized with a glider in support of departmental activities on `Artificial and Micro-gravity' within the Space Sciences Department. Five flights were organized with manoeuvres including several parabolas with 5 to 6 s of weightlessness, bank turns with acceleration up to 2 g and disorientation inducing manoeuvres. Four demonstration experiments and two experiments proposed by SSP16 participants were performed during the flights by on board operators. This paper reports on the microgravity experiments conducted during these parabolic flights, the first conducted in the Middle East for science and pedagogical experiments.

NASA mobile satellite program

NASA Technical Reports Server (NTRS)

Knouse, G.; Weber, W.

1985-01-01

A three phase development program for ground and space segment technologies which will enhance and enable the second and third generation mobile satellite systems (MSS) is outlined. Phase 1, called the Mobile Satellite Experiment (MSAT-X), is directed toward the development of ground segment technology needed for future MSS generations. Technology validation and preoperational experiments with other government agencies will be carried out during the two year period following launch. The satellite channel capacity needed to carry out these experiments will be obtained from industry under a barter type agreement in exchange for NASA provided launch services. Phase 2 will develop and flight test the multibeam spacecraft antenna technology needed to obtain substantial frequency reuse for second generation commercial systems. Industry will provide the antenna, and NASA will fly it on the Shuttle and test it in orbit. Phase 3 is similar to Phase 2 but will develop an even larger multibeam antenna and test it on the space station.

NASA mobile satellite program

NASA Astrophysics Data System (ADS)

Knouse, G.; Weber, W.

1985-04-01

A three phase development program for ground and space segment technologies which will enhance and enable the second and third generation mobile satellite systems (MSS) is outlined. Phase 1, called the Mobile Satellite Experiment (MSAT-X), is directed toward the development of ground segment technology needed for future MSS generations. Technology validation and preoperational experiments with other government agencies will be carried out during the two year period following launch. The satellite channel capacity needed to carry out these experiments will be obtained from industry under a barter type agreement in exchange for NASA provided launch services. Phase 2 will develop and flight test the multibeam spacecraft antenna technology needed to obtain substantial frequency reuse for second generation commercial systems. Industry will provide the antenna, and NASA will fly it on the Shuttle and test it in orbit. Phase 3 is similar to Phase 2 but will develop an even larger multibeam antenna and test it on the space station.

Flight dynamics analysis and simulation of heavy lift airships. Volume 5: Programmer's manual

NASA Technical Reports Server (NTRS)

Ringland, R. F.; Tischler, M. B.; Jex, H. R.; Emmen, R. D.; Ashkenas, I. L.

1982-01-01

The Programmer's Manual contains explanations of the logic embodied in the various program modules, a dictionary of program variables, a subroutine listing, subroutine/common block/cross reference listing, and a calling/called subroutine cross reference listing.

KSC-98pc863

NASA Image and Video Library

1998-07-16

STS-95 crew members gather around the Vestibular Function Experiment Unit (VFEU) which includes marine fish called toadfish. In foreground, from left, are Mission Specialist Pedro Duque of the European Space Agency (ESA), a technician from the National Space Development Agency of Japan (NASDA), Payload Specialist Chiaki Mukai of NASDA, Pilot Steven W. Lindsey, and Payload Specialist John H. Glenn Jr., who also is a senator from Ohio. At center, facing the camera, are Mission Specialist Scott E. Parazynski and Commander Curtis L. Brown Jr., in back. STS-95 will feature a variety of research payloads, including the Spartan solar-observing deployable spacecraft, the Hubble Space Telescope Orbital Systems Platform, the International Extreme Ultraviolet Hitchhiker, and experiments on space flight and the aging process. STS-95 is targeted for an Oct. 29 launch aboard the Space Shuttle Discovery

Approaching birds with drones: first experiments and ethical guidelines.

PubMed

Vas, Elisabeth; Lescroël, Amélie; Duriez, Olivier; Boguszewski, Guillaume; Grémillet, David

2015-02-01

Unmanned aerial vehicles, commonly called drones, are being increasingly used in ecological research, in particular to approach sensitive wildlife in inaccessible areas. Impact studies leading to recommendations for best practices are urgently needed. We tested the impact of drone colour, speed and flight angle on the behavioural responses of mallards Anas platyrhynchos in a semi-captive situation, and of wild flamingos (Phoenicopterus roseus) and common greenshanks (Tringa nebularia) in a wetland area. We performed 204 approach flights with a quadricopter drone, and during 80% of those we could approach unaffected birds to within 4 m. Approach speed, drone colour and repeated flights had no measurable impact on bird behaviour, yet they reacted more to drones approaching vertically. We recommend launching drones farther than 100 m from the birds and adjusting approach distance according to species. Our study is a first step towards a sound use of drones for wildlife research. Further studies should assess the impacts of different drones on other taxa, and monitor physiological indicators of stress in animals exposed to drones according to group sizes and reproductive status. © 2015 The Author(s) Published by the Royal Society. All rights reserved.

E-16211

NASA Image and Video Library

1966-12-22

The HL-10 Lifting Body completes its first research flight with a landing on Rogers Dry Lake. Due to control problems, pilot Bruce Peterson had to land at a higher speed than originally planned in order to keep the vehicle under control. The actual touchdown speed was about 280 knots. This was 30 knots above the speed called for in the flight plan. The HL-10's first flight had lasted 3 minutes and 9 seconds.

CATS Installed on ISS

NASA Image and Video Library

2017-12-08

On Jan. 22, 2015, robotic flight controllers successfully installed NASA’s Cloud Aerosol Transport System (CATS) onboard the International Space Station. CATS will collect data about clouds, volcanic ash plumes and tiny airborne particles that can help improve our understanding of aerosol and cloud interactions, and improve the accuracy of climate change models. CATS had been mounted inside the SpaceX Dragon cargo craft’s unpressurized trunk since it docked at the station on Jan. 12. Ground controllers at NASA’s Johnson Space Center in Houston, Texas, used one of the space station’s robotic arms, called the Special Purpose Dexterous Manipulator, to extract the instrument from the capsule. The NASA-controlled arm passed the instrument to a second robotic arm— like passing a baton in a relay race. This second arm, called the Japanese Experiment Module Remote Manipulator System, is controlled by the Japanese Aerospace Exploration Agency. The Japanese-controlled arm installed the instrument to the Space Station’s Japanese Experiment Module, making CATS the first NASA-developed payload to fly on the Japanese module. CATS is a lidar remote-sensing instrument designed to last from six months to three years. It is specifically intended to demonstrate a low-cost, streamlined approach to developing science payloads on the space station. CATS launched aboard the SpaceX Dragon spacecraft on Jan. 10 at Cape Canaveral Air Force Station in Florida. To learn more about the impact of CATS data, visit: www.nasa.gov/cats/ NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

MoonRIDERS: NASA and Hawaiis Innovative Lunar Surface Flight Experiment for Landing in Late 2017

NASA Technical Reports Server (NTRS)

Kelso, R. M.; Romo, R.; Mackey, P. J.; Phillips, J. R., III; Cox, R. E.; Hogue, M. D.; Calle, C. I.

2016-01-01

Recently, NASA Kennedy Space Center, Hawaii's state aerospace agency PISCES, and two Hawaii high schools Iolani and Kealakehe have come together in a unique collaboration called MoonRIDERS. This strategic partnership will allow Hawaii students to participate directly in sending a science experiment to the surface of the moon. The MoonRIDERS project started in the spring of 2014, with each institution responsible for its own project costs and activities. PISCES, given its legislative direction in advancing planetary surface systems, saw this collaboration as an important opportunity to inspire a young generation and encourage STEM (Science, Technology, Engineering, and Mathematics) learning. Under the guidance of PISCES and NASA, the students will be involved hands-on from start to finish in the engineering, testing, and validation of a space technology called the Electrodynamic Dust Shield (EDS). Dust is a critical issue for space exploration, as evidenced by the Apollo lunar missions and Mars rovers and landers. Dust creates a number of problems for humans and hardware, including inhalation, mechanical interference, wear and tear on spacesuits, inhibition of heat transfer on radiators, and reduced efficiency of solar panels. To address this, the EDS is designed to work on a variety of materials, and functions by generatingelectrodynamic fields to clear away the dust. The Google Lunar XPRIZE (GLXP), a space competition "designed to inspire pioneers to do robotic space transport on a budget," serves as a likely method for the MoonRIDERS to get their project to the moon. The EDS would potentially be flown as a hosted payload on a competitor's lander (still to be chosen). This briefing will provide an overview of the technology, the unique partnership, progress update and testing leading to this flight opportunity.

Manned Space Flight Experiments Symposium: Gemini Missions III and IV

NASA Technical Reports Server (NTRS)

1965-01-01

This is a compilation of papers on in-flight experiments presented at the first symposium of a series, Manned Space Flight Experiments Symposium, sponsored by the National Aeronautics and Space Administration. The results of experiments conducted during the Gemini Missions III and IV are covered. These symposiums are to be conducted for the scientific community at regular intervals on the results of experiments carried out in conjunction with manned space flights.

The evolution of trade-offs: geographic variation in call duration and flight ability in the sand cricket, Gryllus firmus.

PubMed

Roff, D A; Crnokrak, P; Fairbairn, D J

2003-07-01

Quantitative genetic theory assumes that trade-offs are best represented by bivariate normal distributions. This theory predicts that selection will shift the trade-off function itself and not just move the mean trait values along a fixed trade-off line, as is generally assumed in optimality models. As a consequence, quantitative genetic theory predicts that the trade-off function will vary among populations in which at least one of the component traits itself varies. This prediction is tested using the trade-off between call duration and flight capability, as indexed by the mass of the dorsolateral flight muscles, in the macropterous morph of the sand cricket. We use four different populations of crickets that vary in the proportion of macropterous males (Lab = 33%, Florida = 29%, Bermuda = 72%, South Carolina = 80%). We find, as predicted, that there is significant variation in the intercept of the trade-off function but not the slope, supporting the hypothesis that trade-off functions are better represented as bivariate normal distributions rather than single lines. We also test the prediction from a quantitative genetical model of the evolution of wing dimorphism that the mean call duration of macropterous males will increase with the percentage of macropterous males in the population. This prediction is also supported. Finally, we estimate the probability of a macropterous male attracting a female, P, as a function of the relative time spent calling (P = time spent calling by macropterous male/(total time spent calling by both micropterous and macropterous male). We find that in the Lab and Florida populations the probability of a female selecting the macropterous male is equal to P, indicating that preference is due simply to relative call duration. But in the Bermuda and South Carolina populations the probability of a female selecting a macropterous male is less than P, indicating a preference for the micropterous male even after differences in call duration are accounted for.

14 CFR 135.97 - Aircraft and facilities for recent flight experience.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Aircraft and facilities for recent flight experience. 135.97 Section 135.97 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Flight Operations § 135.97 Aircraft and facilities for recent flight experience. Each certificate holder...

14 CFR 135.97 - Aircraft and facilities for recent flight experience.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Aircraft and facilities for recent flight experience. 135.97 Section 135.97 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Flight Operations § 135.97 Aircraft and facilities for recent flight experience. Each certificate holder...

14 CFR 135.97 - Aircraft and facilities for recent flight experience.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Aircraft and facilities for recent flight experience. 135.97 Section 135.97 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Flight Operations § 135.97 Aircraft and facilities for recent flight experience. Each certificate holder...

14 CFR 135.97 - Aircraft and facilities for recent flight experience.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Aircraft and facilities for recent flight experience. 135.97 Section 135.97 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Flight Operations § 135.97 Aircraft and facilities for recent flight experience. Each certificate holder...

14 CFR 135.97 - Aircraft and facilities for recent flight experience.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Aircraft and facilities for recent flight experience. 135.97 Section 135.97 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... Flight Operations § 135.97 Aircraft and facilities for recent flight experience. Each certificate holder...

NASA Examines Technology To Fold Aircraft Wings In Flight

NASA Image and Video Library

2018-01-17

NASA conducts a flight test series to investigate the ability of an innovative technology to fold the outer portions of wings in flight as part of the Spanwise Adaptive Wing project, or SAW. Flight tests took place at NASA Armstrong Flight Research Center in California, using a subscale UAV called Prototype Technology-Evaluation Research Aircraft, or PTERA, provided by Area-I. NASA Glenn Research Center in Cleveland developed the alloy material, and worked with Boeing Research & Technology to integrate the material into an actuator. The alloy is triggered by temperature to move the outer portions of wings up or down in flight. The ability to fold wings to the ideal position of various flight conditions may produce several aerodynamic benefits for both subsonic and supersonic aircraft.

STS-103 Crew at Breakfast, Suiting, Departing O&C

NASA Technical Reports Server (NTRS)

1999-01-01

The Hubble Space Telescope (HST) team is preparing for NASA's third scheduled service call to Hubble. This mission, STS-103, will launch from Kennedy Space Center aboard the Space Shuttle Discovery. The seven flight crew members for STS-103 are: Commander Curtis L. Brown (his sixth flight), Pilot Scott J. Kelly and European Space Agency (ESA) astronaut Jean-Francois Clervoy (his third flight) will join space walkers Steven L. Smith (his third flight), C. Michael Foale (his fifth flight), John M. Grunsfeld (his third flight) and ESA astronaut Claude Nicollier (his fourth flight). This current video presents a live footage of the seven STS-103 crewmembers eating breakfast, suiting, and departing the O&C (Operations and Checkout) before the 6:50 p.m. lift-off.

X-15 ship #1 on lakebed

NASA Technical Reports Server (NTRS)

1960-01-01

The X-15 aircraft, ship #1 (56-6670), sits on the lakebed early in its illustrious career of high speed flight research. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation made three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

A concept of a hypersonic flight experiment of a winged vehicle

NASA Astrophysics Data System (ADS)

Shirouzu, Masao; Watanabe, Shigeya

A concept of a flight experiment using a winged hypersonic research vehicle is proposed by the National Aerospace Laboratory (NAL) as one of the flight experiment series preceding to the development of HOPE (H-II Orbiting Plane). The present paper describes the purpose of the experiment, the outline of the flight, the configuration and aerodynamic characteristics of the vehicle, and items of experiment and measurement. The present experiment is to acquire experience on the development and the flight of a hypersonic winged vehicle, in contrast to the ballistic flight of the OREX (Orbital Reentry Experiment) and to collect flight data for validation of tests and simulations on the ground. The vehicle of about 1.5 tons will be launched by a two-stage version of the J-I. The vehicle will be separated at an altitude of 70-80 km at a velocity of Mach 18-20, and inserted to the reentry trajectory of HOPE. The vehicle will be decelerated by parachutes and splash into the ocean south of Japan, where it will be recovered.

Neural readaptation to earth s gravity following exposure to microgravity

NASA Astrophysics Data System (ADS)

Boyle, R.; Highstein, S.; Mensinger, A.

Vertebrates possess hair cell otolith organs of the inner ear, the utricule and saccule, that transduce inertial force due to head translation and head tilt relative to gravitational vertical, and transform the vector sum of the imposing accelerations into a neural code carried by the afferent nerve fibers. This code is combined in the central vestibular pathways with motion signals obtained from the semicircular canals and other sensory modalities to compute a cent ral representation of the body in space called the gravitoinertial vector. Thus the central nervous system resolves the ambiguity of gravity and self-motion and thereby maintains balance and equilibrium under varying conditions. Exposure to microgravity imposes an extreme condition to which the organism must adapt. Space travelers often experience disorientation during the first few days in microgravity, called Space Adaptation Syndrome. From the earliest manned missions it was evident that adjustments to the microgravity environment in-flight and upon return to Earth's 1g occur. We studied the neural readaptation to Earth's 1g using electrophysiological techniques to measure the response characteristics of utricular nerve afferents in fish upon return from an exposure to microgravity. Following a 9 (STS-95) and 15 (STS-90) day exposure to microgravity aboard two NASA shuttle orbital flights, single afferent recording experiments were conducted in four toadfish, Opsanus tau, to characterize the afferent response properties to gravito inertial accelerations and compare them to- afferent responses of control animals similarly tested. Six recording sessions were made sequentially 10-117 hrs postflight. Afferent responses to translational accelerations and head tilts were detected in the earliest sessions. The most striking result is the occurrence of hypersensitive afferents, having extremely high response sensitivity to minor displacements such as < 0.5 mm displacement at 0.006g, within the first day postflight. After about 30 hrs the afferent response properties of flight and control fish were similar. The reduced gravitational acceleration in orbit apparently resulted in a temporary up-regulation of the sensitivity of utricular afferents. The time course of return to normal afferent sensitivity parallels the decrease in vestibular disorientation in astronauts following return from space. (Supported by NASA, NIH and NASDA)

In-Flight Hypoxemia in a Tracheostomy-Dependent Infant

PubMed Central

Cropsey, Christopher

2017-01-01

Millions of passengers board commercial flights every year. Healthcare providers are often called upon to treat other passengers during in-flight emergencies. The case presented involves an anesthesia resident treating a tracheostomy-dependent infant who developed hypoxemia on a domestic flight. The patient had an underlying congenital muscular disorder and was mechanically ventilated while at altitude. Although pressurized, cabin barometric pressure while at altitude is less than at sea level. Due to this environment patients with underlying pulmonary or cardiac pathology might not be able to tolerate commercial flight. The Federal Aviation Administration (FAA) has mandated a specific set of medical supplies be present on all domestic flights in addition to legislature protecting “Good Samaritan” providers. PMID:28348895

An Overview of NASA's SubsoniC Research Aircraft Testbed (SCRAT)

NASA Technical Reports Server (NTRS)

Baumann, Ethan; Hernandez, Joe; Ruhf, John

2013-01-01

National Aeronautics and Space Administration Dryden Flight Research Center acquired a Gulfstream III (GIII) aircraft to serve as a testbed for aeronautics flight research experiments. The aircraft is referred to as SCRAT, which stands for SubsoniC Research Aircraft Testbed. The aircraft’s mission is to perform aeronautics research; more specifically raising the Technology Readiness Level (TRL) of advanced technologies through flight demonstrations and gathering high-quality research data suitable for verifying the technologies, and validating design and analysis tools. The SCRAT has the ability to conduct a range of flight research experiments throughout a transport class aircraft’s flight envelope. Experiments ranging from flight-testing of a new aircraft system or sensor to those requiring structural and aerodynamic modifications to the aircraft can be accomplished. The aircraft has been modified to include an instrumentation system and sensors necessary to conduct flight research experiments along with a telemetry capability. An instrumentation power distribution system was installed to accommodate the instrumentation system and future experiments. An engineering simulation of the SCRAT has been developed to aid in integrating research experiments. A series of baseline aircraft characterization flights has been flown that gathered flight data to aid in developing and integrating future research experiments. This paper describes the SCRAT’s research systems and capabilities

An Overview of NASA's Subsonic Research Aircraft Testbed (SCRAT)

NASA Technical Reports Server (NTRS)

Baumann, Ethan; Hernandez, Joe; Ruhf, John C.

2013-01-01

National Aeronautics and Space Administration Dryden Flight Research Center acquired a Gulfstream III (GIII) aircraft to serve as a testbed for aeronautics flight research experiments. The aircraft is referred to as SCRAT, which stands for SubsoniC Research Aircraft Testbed. The aircraft's mission is to perform aeronautics research; more specifically raising the Technology Readiness Level (TRL) of advanced technologies through flight demonstrations and gathering high-quality research data suitable for verifying the technologies, and validating design and analysis tools. The SCRAT has the ability to conduct a range of flight research experiments throughout a transport class aircraft's flight envelope. Experiments ranging from flight-testing of a new aircraft system or sensor to those requiring structural and aerodynamic modifications to the aircraft can be accomplished. The aircraft has been modified to include an instrumentation system and sensors necessary to conduct flight research experiments along with a telemetry capability. An instrumentation power distribution system was installed to accommodate the instrumentation system and future experiments. An engineering simulation of the SCRAT has been developed to aid in integrating research experiments. A series of baseline aircraft characterization flights has been flown that gathered flight data to aid in developing and integrating future research experiments. This paper describes the SCRAT's research systems and capabilities.

SPRITE: A TPS Test Bed for Ground and Flight

NASA Technical Reports Server (NTRS)

Prabhu, Dinesh K.; Agrawal, Parul; Peterson, Keith; Swanson, Gregory; Skokova, Kristina; Mangini, Nancy; Empey, Daniel M.; Gorbunov, Sergey; Venkatapathy, Ethiraj

2012-01-01

Engineers in the Entry Systems and Technology Division at NASA Ames Research Center developed a fully instrumented, small atmospheric entry probe called SPRITE (Small Probe Reentry Investigation for TPS Engineering). SPRITE, conceived as a flight test bed for thermal protection materials, was tested at full scale in an arc-jet facility so that the aerothermal environments the probe experiences over portions of its flight trajectory and in the arc-jet are similar. This ground-to-flight traceability enhances the ability of mission designers to evaluate margins needed in the design of thermal protection systems (TPS) of larger scale atmospheric entry vehicles. SPRITE is a 14-inch diameter, 45 deg. sphere-cone with a conical aftbody and designed for testing in the NASA Ames Aerodynamic Heating Facility (AHF). The probe is a two-part aluminum shell with PICA (phenolic impregnated carbon ablator) bonded on the forebody and LI-2200 (Shuttle tile material) bonded to the aftbody. Plugs with embedded thermocouples, similar to those installed in the heat shield of the Mars Science Laboratory (MSL), and a number of distributed sensors are integrated into the design. The data from these sensors are fed to an innovative, custom-designed data acquisition system also integrated with the test article. Two identical SPRITE models were built and successfully tested in late 2010-early 2011, and the concept is currently being modified to enable testing of conformable and/or flexible materials.

Simulation Results for Airborne Precision Spacing along Continuous Descent Arrivals

NASA Technical Reports Server (NTRS)

Barmore, Bryan E.; Abbott, Terence S.; Capron, William R.; Baxley, Brian T.

2008-01-01

This paper describes the results of a fast-time simulation experiment and a high-fidelity simulator validation with merging streams of aircraft flying Continuous Descent Arrivals through generic airspace to a runway at Dallas-Ft Worth. Aircraft made small speed adjustments based on an airborne-based spacing algorithm, so as to arrive at the threshold exactly at the assigned time interval behind their Traffic-To-Follow. The 40 aircraft were initialized at different altitudes and speeds on one of four different routes, and then merged at different points and altitudes while flying Continuous Descent Arrivals. This merging and spacing using flight deck equipment and procedures to augment or implement Air Traffic Management directives is called Flight Deck-based Merging and Spacing, an important subset of a larger Airborne Precision Spacing functionality. This research indicates that Flight Deck-based Merging and Spacing initiated while at cruise altitude and well prior to the Terminal Radar Approach Control entry can significantly contribute to the delivery of aircraft at a specified interval to the runway threshold with a high degree of accuracy and at a reduced pilot workload. Furthermore, previously documented work has shown that using a Continuous Descent Arrival instead of a traditional step-down descent can save fuel, reduce noise, and reduce emissions. Research into Flight Deck-based Merging and Spacing is a cooperative effort between government and industry partners.

A feasibility study of orbiter flight control experiments

NASA Technical Reports Server (NTRS)

Geissler, W. H.

1978-01-01

The results of a feasibility study of orbiter flight control experiments performed are summarized. Feasibility studies were performed on a group of 14 experiments selected from a candidate list of 35 submitted to the study contractor by the flight control community. Concepts and requirements were developed for the 14 selected experiments and they were ranked on a basis of technical value, feasibility, and cost. It was concluded that all the selected experiments can be considered as potential candidates for the Orbiter Experiment program, which is being formulated for the Orbiter Flight Tests and subsequent operational flights, regardless of the relative ranking established during the study. None of the selected experiments has significant safety implications and the cost of most was estimated to be less than $200K.

Aircraft Anomaly Detection Using Performance Models Trained on Fleet Data

NASA Technical Reports Server (NTRS)

Gorinevsky, Dimitry; Matthews, Bryan L.; Martin, Rodney

2012-01-01

This paper describes an application of data mining technology called Distributed Fleet Monitoring (DFM) to Flight Operational Quality Assurance (FOQA) data collected from a fleet of commercial aircraft. DFM transforms the data into aircraft performance models, flight-to-flight trends, and individual flight anomalies by fitting a multi-level regression model to the data. The model represents aircraft flight performance and takes into account fixed effects: flight-to-flight and vehicle-to-vehicle variability. The regression parameters include aerodynamic coefficients and other aircraft performance parameters that are usually identified by aircraft manufacturers in flight tests. Using DFM, the multi-terabyte FOQA data set with half-million flights was processed in a few hours. The anomalies found include wrong values of competed variables, (e.g., aircraft weight), sensor failures and baises, failures, biases, and trends in flight actuators. These anomalies were missed by the existing airline monitoring of FOQA data exceedances.

Parasitic current collection by PASP Plus solar arrays

NASA Technical Reports Server (NTRS)

Davis, Victoria Ann; Gardner, Barbara M.

1995-01-01

Solar cells at potentials positive with respect to a surrounding plasma collect electrons. Current is collected by the exposed high voltage surfaces: the interconnects and the sides of the solar cells. This current is a drain on the array power that can be significant for high-power arrays. In addition, this current influences the current balance that determines the floating potential of the spacecraft. One of the objectives of the Air Force (PL/GPS) PASP Plus (Photovoltaic Array Space Power Plus Diagnostics) experiment is an improved understanding fo parasitic current collection. We have done computer modeling of parasitic current collection and have examined current collection flight data from the first year of operations. Prior to the flight we did computer modeling to improve our understanding of the physical processes that control parasitic current collection. At high potentials, the current rapidly rises due to a phenomenon called snapover. Under snapover conditions, the equilibrium potential distribution across the dielectric surface is such that part of the area is at potentials greater than the first crossover of the secondary yield curve. Therefore, each incident electron generates more than one secondary electron. The net effect is that the high potential area and the collecting area increase. We did two-dimensional calculations for the various geometries to be flown. The calculations span the space of anticipated plasma conditions, applied potential, and material parameters. We used the calculations and early flight data to develop an analytic formula for the dependence of the current on the primary problem variables. The analytic formula was incorporated into the EPSAT computer code. EPSAT allows us to easily extend the results to other conditions. PASP Plus is the principal experiment integrated onto the Advanced Photovoltaic and Electronics Experiments (APEX) satellite bus. The experiment is testing twelve different solar array designs. Parasitic current collection is being measured for eight of the designs under various operational and environment conditions. We examined the current collected as a function of the various parameters for the six non-concentrator designs. The results are similar to those obtained in previous experiments and predicted by the calculations. We are using the flight data to validate the analytic formula developed. The formula can be used to quantify the parasitic current collected. Anticipating the parasitic current value allows the spacecraft designer to include this interaction when developing the design.

Aircraft flight simulation of spacelab experiment using an implanted telemetry system to obtain cardiovascular data from the monkey

NASA Technical Reports Server (NTRS)

Mccutcheon, E. P.; Miranda, R.; Fryer, T. B.; Hodges, G.; Newson, B. D.; Pace, N.

1977-01-01

The utility of a multichannel implantable telemetry system for obtaining cardiovascular data was tested in a monkey with a CV-990 aircraft flight simulation of a space flight experiment. Valuable data were obtained to aid planning and execution of flight experiments using chronically instrumented animals.

Initial Flight Tests of the NASA F-15B Propulsion Flight Test Fixture

NASA Technical Reports Server (NTRS)

Palumbo, Nathan; Moes, Timothy R.; Vachon, M. Jake

2002-01-01

Flights of the F-15B/Propulsion Flight Test Fixture (PFTF) with a Cone Drag Experiment (CDE) attached have been accomplished at NASA Dryden Flight Research Center. Mounted underneath the fuselage of an F-15B airplane, the PFTF provides volume for experiment systems and attachment points for propulsion experiments. A unique feature of the PFTF is the incorporation of a six-degree-of-freedom force balance. The force balance mounts between the PFTF and experiment and measures three forces and moments. The CDE has been attached to the force balance for envelope expansion flights. This experiment spatially and inertially simulates a large propulsion test article. This report briefly describes the F-15B airplane, the PFTF, and the force balance. A detailed description of the CDE is provided. Force-balance ground testing and stiffness modifications are described. Flight profiles and selected flight data from the envelope expansion flights are provided and discussed, including force-balance data, the internal PFTF thermal and vibration environment, a handling qualities assessment, and performance capabilities of the F-15B airplane with the PFTF installed.

SABER: Airland Combat Training Model Credibility Assessment and Methodology

DTIC Science & Technology

1992-03-01

The three types of weather are good, VFR conditions (visual flight rules); fair , MVFR (marginal VFR), and; poor, IFR conditions (instrument flight rules...categories good, fair and poor represent VFR, MVFR and IFR flight conditions respectively. Darkness can be thought of as an attribute of weather, that... fair , poor, or very poor (VP). The meaning of these values were explained in section 4.3.5. Another value , called impassible (IMP), should be added to

Cognitive representations of flight-deck information attributes

NASA Technical Reports Server (NTRS)

Ricks, Wendell R.; Jonsson, Jon E.; Rogers, William H.

1994-01-01

A large number of aviation issues are generically being called fligh-deck information management issues, underscoring the need for an organization or classification structure. One objective of this study was to empirically determine how pilots organize flight-deck information attributes and -- based upon that data -- develop a useful taxonomy (in terms of better understanding the problems and directing solutions) for classifying flight-deck information management issues. This study also empirically determined how pilots model the importance of flight-deck information attributes for managing information. The results of this analysis suggest areas in which flight-deck researchers and designers may wish to consider focusing their efforts.

Time Manager Software for a Flight Processor

NASA Technical Reports Server (NTRS)

Zoerne, Roger

2012-01-01

Data analysis is a process of inspecting, cleaning, transforming, and modeling data to highlight useful information and suggest conclusions. Accurate timestamps and a timeline of vehicle events are needed to analyze flight data. By moving the timekeeping to the flight processor, there is no longer a need for a redundant time source. If each flight processor is initially synchronized to GPS, they can freewheel and maintain a fairly accurate time throughout the flight with no additional GPS time messages received. How ever, additional GPS time messages will ensure an even greater accuracy. When a timestamp is required, a gettime function is called that immediately reads the time-base register.

Allen's big-eared bat (Idionycteris phyllotis) documented in colorado based on recordings of its distinctive echolocation call

USGS Publications Warehouse

Hayes, M.A.; Navo, K.W.; Bonewell, L.; Mosch, C.J.; Adams, Rick A.

2009-01-01

Allen's big-eared bat (Idionycteris phyllotis) inhabits much of the southwestern USA, but has not been documented in Colorado. We recorded echolocation calls consistent with I. phyllotis near La Sal Creek, Montrose County, Colorado. Based on characteristics of echolocation calls and flight behavior, we conclude that the echolocation calls described here were emitted by I. phyllotis and that they represent the first documentation of this species in Colorado.

A Base Drag Reduction Experiment on the X-33 Linear Aerospike SR-71 Experiment (LASRE) Flight Program

NASA Technical Reports Server (NTRS)

Whitmore, Stephen A.; Moes, Timothy R.

1999-01-01

Drag reduction tests were conducted on the LASRE/X-33 flight experiment. The LASRE experiment is a flight test of a roughly 20% scale model of an X-33 forebody with a single aerospike engine at the rear. The experiment apparatus is mounted on top of an SR-71 aircraft. This paper suggests a method for reducing base drag by adding surface roughness along the forebody. Calculations show a potential for base drag reductions of 8-14%. Flight results corroborate the base drag reduction, with actual reductions of 15% in the high-subsonic flight regime. An unexpected result of this experiment is that drag benefits were shown to persist well into the supersonic flight regime. Flight results show no overall net drag reduction. Applied surface roughness causes forebody pressures to rise and offset base drag reductions. Apparently the grit displaced streamlines outward, causing forebody compression. Results of the LASRE drag experiments are inconclusive and more work is needed. Clearly, however, the forebody grit application works as a viable drag reduction tool.

Texture dependence of motion sensing and free flight behavior in blowflies

PubMed Central

Lindemann, Jens P.; Egelhaaf, Martin

2013-01-01

Many flying insects exhibit an active flight and gaze strategy: purely translational flight segments alternate with quick turns called saccades. To generate such a saccadic flight pattern, the animals decide the timing, direction, and amplitude of the next saccade during the previous translatory intersaccadic interval. The information underlying these decisions is assumed to be extracted from the retinal image displacements (optic flow), which scale with the distance to objects during the intersaccadic flight phases. In an earlier study we proposed a saccade-generation mechanism based on the responses of large-field motion-sensitive neurons. In closed-loop simulations we achieved collision avoidance behavior in a limited set of environments but observed collisions in others. Here we show by open-loop simulations that the cause of this observation is the known texture-dependence of elementary motion detection in flies, reflected also in the responses of large-field neurons as used in our model. We verified by electrophysiological experiments that this result is not an artifact of the sensory model. Already subtle changes in the texture may lead to qualitative differences in the responses of both our model cells and their biological counterparts in the fly's brain. Nonetheless, free flight behavior of blowflies is only moderately affected by such texture changes. This divergent texture dependence of motion-sensitive neurons and behavioral performance suggests either mechanisms that compensate for the texture dependence of the visual motion pathway at the level of the circuits generating the saccadic turn decisions or the involvement of a hypothetical parallel pathway in saccadic control that provides the information for collision avoidance independent of the textural properties of the environment. PMID:23335890

Towards the Automatic Classification of Avian Flight Calls for Bioacoustic Monitoring

PubMed Central

Bello, Juan Pablo; Farnsworth, Andrew; Robbins, Matt; Keen, Sara; Klinck, Holger; Kelling, Steve

2016-01-01

Automatic classification of animal vocalizations has great potential to enhance the monitoring of species movements and behaviors. This is particularly true for monitoring nocturnal bird migration, where automated classification of migrants’ flight calls could yield new biological insights and conservation applications for birds that vocalize during migration. In this paper we investigate the automatic classification of bird species from flight calls, and in particular the relationship between two different problem formulations commonly found in the literature: classifying a short clip containing one of a fixed set of known species (N-class problem) and the continuous monitoring problem, the latter of which is relevant to migration monitoring. We implemented a state-of-the-art audio classification model based on unsupervised feature learning and evaluated it on three novel datasets, one for studying the N-class problem including over 5000 flight calls from 43 different species, and two realistic datasets for studying the monitoring scenario comprising hundreds of thousands of audio clips that were compiled by means of remote acoustic sensors deployed in the field during two migration seasons. We show that the model achieves high accuracy when classifying a clip to one of N known species, even for a large number of species. In contrast, the model does not perform as well in the continuous monitoring case. Through a detailed error analysis (that included full expert review of false positives and negatives) we show the model is confounded by varying background noise conditions and previously unseen vocalizations. We also show that the model needs to be parameterized and benchmarked differently for the continuous monitoring scenario. Finally, we show that despite the reduced performance, given the right conditions the model can still characterize the migration pattern of a specific species. The paper concludes with directions for future research. PMID:27880836

The Cryogenic Test Bed experiments: Cryogenic heat pipe flight experiment CRYOHP (STS-53). Cryogenic two phase flight experiment CRYOTP (STS-62). Cryogenic flexible diode flight experiment CRYOFD

NASA Astrophysics Data System (ADS)

Thienel, Lee; Stouffer, Chuck

1995-09-01

This paper presents an overview of the Cryogenic Test Bed (CTB) experiments including experiment results, integration techniques used, and lessons learned during integration, test and flight phases of the Cryogenic Heat Pipe Flight Experiment (STS-53) and the Cryogenic Two Phase Flight Experiment (OAST-2, STS-62). We will also discuss the Cryogenic Flexible Diode Heat Pipe (CRYOFD) experiment which will fly in the 1996/97 time frame and the fourth flight of the CTB which will fly in the 1997/98 time frame. The two missions tested two oxygen axially grooved heat pipes, a nitrogen fibrous wick heat pipe and a 2-methylpentane phase change material thermal storage unit. Techniques were found for solving problems with vibration from the cryo-collers transmitted through the compressors and the cold heads, and mounting the heat pipe without introducing parasitic heat leaks. A thermally conductive interface material was selected that would meet the requirements and perform over the temperature range of 55 to 300 K. Problems are discussed with the bi-metallic thermostats used for heater circuit protection and the S-Glass suspension straps originally used to secure the BETSU PCM in the CRYOTP mission. Flight results will be compared to 1-g test results and differences will be discussed.

The Cryogenic Test Bed experiments: Cryogenic heat pipe flight experiment CRYOHP (STS-53). Cryogenic two phase flight experiment CRYOTP (STS-62). Cryogenic flexible diode flight experiment CRYOFD

NASA Technical Reports Server (NTRS)

Thienel, Lee; Stouffer, Chuck

1995-01-01

This paper presents an overview of the Cryogenic Test Bed (CTB) experiments including experiment results, integration techniques used, and lessons learned during integration, test and flight phases of the Cryogenic Heat Pipe Flight Experiment (STS-53) and the Cryogenic Two Phase Flight Experiment (OAST-2, STS-62). We will also discuss the Cryogenic Flexible Diode Heat Pipe (CRYOFD) experiment which will fly in the 1996/97 time frame and the fourth flight of the CTB which will fly in the 1997/98 time frame. The two missions tested two oxygen axially grooved heat pipes, a nitrogen fibrous wick heat pipe and a 2-methylpentane phase change material thermal storage unit. Techniques were found for solving problems with vibration from the cryo-collers transmitted through the compressors and the cold heads, and mounting the heat pipe without introducing parasitic heat leaks. A thermally conductive interface material was selected that would meet the requirements and perform over the temperature range of 55 to 300 K. Problems are discussed with the bi-metallic thermostats used for heater circuit protection and the S-Glass suspension straps originally used to secure the BETSU PCM in the CRYOTP mission. Flight results will be compared to 1-g test results and differences will be discussed.

HX-POL - A Balloon-Bourne Hard X-Ray Polarimeter

DOE Office of Scientific and Technical Information (OSTI.GOV)

Krawczynski, H.; De Geronimo, G.; Garson, A., III, Martin, J.

2009-12-09

We report on the design and estimated performance of a balloon-borne hard X-ray polarimeter called HX-POL. The experiment uses a combination of Si and Cadmium Zinc Telluride detectors to measure the polarization of 50 keV-400 keV X-rays from cosmic sources through the dependence of the angular distribution of Compton scattered photons on the polarization direction. On a one-day balloon flight, HX-POL would allow us to measure the polarization of bright Crab-like sources for polarization degrees well below 10%. On a longer (15-30 day) flight from Australia or Antarctica, HX-POL would be be able to measure the polarization of bright galacticmore » X-ray sources down to polarization degrees of a few percent. Hard X-ray polarization measurements provide unique venues for the study of particle acceleration processes by compact objects and relativistic outflows. In this paper, we discuss the overall instrument design and performance. Furthermore, we present results from laboratory tests of the Si and CZT detectors.« less

STS-64 and 747-SCA Ferry Flight Takeoff

NASA Image and Video Library

1994-09-26

The Space Shuttle Discovery, mated to NASA's 747 Shuttle Carrier Aircraft (SCA), takes to the air for its ferry flight back to the Kennedy Space Center in Florida. The spacecraft, with a crew of six, was launched into a 57-degree high inclination orbit from the Kennedy Space Center, Florida, at 3:23 p.m., 9 September 1994. The mission featured the study of clouds and the atmosphere with a laser beaming system called Lidar In-Space Technology Experiment (LITE), and the first untethered space walk in ten years. A Spartan satellite was also deployed and later retrieved in the study of the sun's corona and solar wind. The mission was scheduled to end Sunday, 18 September, but was extended one day to continue science work. Bad weather at the Kennedy Space Center on 19 September, forced a one-day delay to September 20, with a weather divert that day to Edwards. Mission commander was Richard Richards, the pilot Blaine Hammond, while mission specialists were Jerry Linenger, Susan Helms, Carl Meade, and Mark Lee.

Disentangling formation of multiple-core holes in aminophenol molecules exposed to bright X-FEL radiation

NASA Astrophysics Data System (ADS)

Zhaunerchyk, V.; Kamińska, M.; Mucke, M.; Squibb, R. J.; Eland, J. H. D.; Piancastelli, M. N.; Frasinski, L. J.; Grilj, J.; Koch, M.; McFarland, B. K.; Sistrunk, E.; Gühr, M.; Coffee, R. N.; Bostedt, C.; Bozek, J. D.; Salén, P.; Meulen, P. v. d.; Linusson, P.; Thomas, R. D.; Larsson, M.; Foucar, L.; Ullrich, J.; Motomura, K.; Mondal, S.; Ueda, K.; Richter, R.; Prince, K. C.; Takahashi, O.; Osipov, T.; Fang, L.; Murphy, B. F.; Berrah, N.; Feifel, R.

2015-12-01

Competing multi-photon ionization processes, some leading to the formation of double core hole states, have been examined in 4-aminophenol. The experiments used the linac coherent light source (LCLS) x-ray free electron laser, in combination with a time-of-flight magnetic bottle electron spectrometer and the correlation analysis method of covariance mapping. The results imply that 4-aminophenol molecules exposed to the focused x-ray pulses of the LCLS sequentially absorb more than two x-ray photons, resulting in the formation of multiple core holes as well as in the sequential removal of photoelectrons and Auger electrons (so-called PAPA sequences).

Disentangling formation of multiple-core holes in aminophenol molecules exposed to bright X-FEL radiation

DOE PAGES

Zhaunerchyk, V.; Kaminska, M.; Mucke, M.; ...

2015-10-28

Competing multi-photon ionization processes, some leading to the formation of double core hole states, have been examined in 4-aminophenol. The experiments used the linac coherent light source (LCLS) x-ray free electron laser, in combination with a time-of-flight magnetic bottle electron spectrometer and the correlation analysis method of covariance mapping. Furthermore, the results imply that 4-aminophenol molecules exposed to the focused x-ray pulses of the LCLS sequentially absorb more than two x-ray photons, resulting in the formation of multiple core holes as well as in the sequential removal of photoelectrons and Auger electrons (so-called PAPA sequences).

Apollo experience report. Crew-support activities for experiments performed during manned space flight

NASA Technical Reports Server (NTRS)

Mckee, J. W.

1974-01-01

Experiments are performed during manned space flights in an attempt to acquire knowledge that can advance science and technology or that can be applied to operational techniques for future space flights. A description is given of the procedures that the personnel who are directly assigned to the function of crew support at the NASA Lyndon B. Johnson Space Center use to prepare for and to conduct experiments during space flight.

X-15 ship #3 on lakebed

NASA Technical Reports Server (NTRS)

1961-01-01

The X-15-3 (56-6672), seen here on the lakebed at Edwards Air Force Base, Edwards, California, was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1 serial number 56-6670, seen in this photo, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Sounding Rockets as a Real Flight Platform for Aerothermodynamic Cfd Validation of Hypersonic Flight Experiments

NASA Astrophysics Data System (ADS)

Stamminger, A.; Turner, J.; Hörschgen, M.; Jung, W.

2005-02-01

This paper describes the possibilities of sounding rockets to provide a platform for flight experiments in hypersonic conditions as a supplement to wind tunnel tests. Real flight data from measurement durations longer than 30 seconds can be compared with predictions from CFD calculations. This paper will regard projects flown on sounding rockets, but mainly describe the current efforts at Mobile Rocket Base, DLR on the SHarp Edge Flight EXperiment SHEFEX.

X-15 #3 pedestal-mounted full-scale replica covered in snow

NASA Technical Reports Server (NTRS)

1997-01-01

The full scale mock-up of X-15 #3 was installed September 1995 at the NASA Dryden Flight Research Center, Edwards, California. The original X-15 #3, serial number 56-6672, was destroyed on 15 November 1967, in a crash that also fatally injured pilot Maj. Michael J. Adams. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. Parts of the crashed X-15-3, recovered in 1992 by Peter Merlin and Tony Moore (The X-Hunters) are on display at the Air Force Flight Test Center Museum at Edwards. The canopy from the X-15-3, recovered during the original search in 1967, is displayed at the San Diego Aerospace Museum, San Diego, California.

X-15A-2 with test pilot Pete Knight

NASA Technical Reports Server (NTRS)

1965-01-01

Air Force pilot William J. 'Pete' Knight is seen here in front of the X-15A-2 aircraft (56-6671). Pete Knight made 16 flights in the X-15, and set the world unofficial speed record for fixed wing aircraft, 4,520 mph (mach 6.7), in the X-15A-2. He also made one flight above 50 miles, qualifying him for astronaut wings. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 landing on lakebed

NASA Technical Reports Server (NTRS)

1961-01-01

The North American X-15 settles to the lakebed after a research flight from what is now the NASA Dryden Flight Research Center, Edwards, California. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Pilot Neil Armstrong in the X-15 #1 cockpit

NASA Technical Reports Server (NTRS)

1961-01-01

NASA pilot Neil Armstrong is seen here in the cockpit of the X-15 ship #1 (56-6670) after a research flight. A U.S. Navy pilot in the Korean War who flew 78 combat missions in F9F-2 jet fighters and who was awarded the Air Medal and two Gold Stars, Armstrong graduated from Purdue University in 1955 with a bachelor degree in aeronautical engineering. That same year, he joined the National Advisory Committee for Aeronautics' Lewis Flight Propulsion Laboratory in Cleveland, Ohio (today, the NASA Glenn Research Center). In July 1955, Armstrong transferred to the High-Speed Flight Station (HSFS, as Dryden Flight Research Center was then called) as an aeronautical research engineer. Soon thereafter, he became a research pilot. For the first few years at the HSFS, Armstrong worked on a number of projects. He was a pilot on the Navy P2B-1S used to launch the D-558-2 and also flew the F-100A, F-100C, F-101, F-104A, and X-5. His introduction to rocket flight came on August 15, 1957, with his first flight (of four, total) on the X-1B. He then became one of the first three NASA pilots to fly the X-15, the others being Joe Walker and Jack McKay. (Scott Crossfield, a former NACA pilot, flew the X-15 first but did so as a North American Aviation pilot.) The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Postnatal ontogeny of the cochlea and flight ability in Jamaican fruit bats (Phyllostomidae) with implications for the evolution of echolocation.

PubMed

Carter, Richard T; Adams, Rick A

2015-04-01

Recent evidence has shown that the developmental emergence of echolocation calls in young bats follow an independent developmental pathway from other vocalizations and that adult-like echolocation call structure significantly precedes flight ability. These data in combination with new insights into the echolocation ability of some shrews suggest that the evolution of echolocation in bats may involve inheritance of a primitive sonar system that was modified to its current state, rather than the ad hoc evolution of echolocation in the earliest bats. Because the cochlea is crucial in the sensation of echoes returning from sonar pulses, we tracked changes in cochlear morphology during development that included the basilar membrane (BM) and secondary spiral lamina (SSL) along the length of the cochlea in relation to stages of flight ability in young bats. Our data show that the morphological prerequisite for sonar sensitivity of the cochlea significantly precedes the onset of flight in young bats and, in fact, development of this prerequisite is complete before parturition. In addition, there were no discernible changes in cochlear morphology with stages of flight development, demonstrating temporal asymmetry between the development of morphology associated with echo-pulse return sensitivity and volancy. These data further corroborate and support the hypothesis that adaptations for sonar and echolocation evolved before flight in mammals. © 2015 Anatomical Society.

Biotechnological experiments in space flights on board of space stations

NASA Astrophysics Data System (ADS)

Nechitailo, Galina S.

2012-07-01

Space flight conditions are stressful for any plant and cause structural-functional transition due to mobiliation of adaptivity. In space flight experiments with pea tissue, wheat and arabidopsis we found anatomical-morphological transformations and biochemistry of plants. In following experiments, tissue of stevia (Stevia rebaudiana), potato (Solanum tuberosum), callus culture and culture and bulbs of suffron (Crocus sativus), callus culture of ginseng (Panax ginseng) were investigated. Experiments with stevia carried out in special chambers. The duration of experiment was 8-14 days. Board lamp was used for illumination of the plants. After experiment the plants grew in the same chamber and after 50 days the plants were moved into artificial ionexchange soil. The biochemical analysis of plants was done. The total concentration of glycozides and ratio of stevioside and rebauside were found different in space and ground plants. In following generations of stevia after flight the total concentration of stevioside and rebauside remains higher than in ground plants. Experiments with callus culture of suffron carried out in tubes. Duration of space flight experiment was 8-167 days. Board lamp was used for illumination of the plants. We found picrocitina pigment in the space plants but not in ground plants. Tissue culture of ginseng was grown in special container in thermostate under stable temperature of 22 ± 0,5 C. Duration of space experiment was from 8 to 167 days. Biological activity of space flight culutre was in 5 times higher than the ground culture. This difference was observed after recultivation of space flight samples on Earth during year after flight. Callus tissue of potato was grown in tubes in thermostate under stable temperature of 22 ± 0,5 C. Duration of space experiment was from 8 to 14 days. Concentration of regenerates in flight samples was in 5 times higher than in ground samples. The space flight experiments show, that microgravity and other factors of space flight change direction of biological processes, and show a possibility to get special kinds of bioproducts with new properties.

The Photovoltaic Array Space Power plus Diagnostics (PASP Plus) Flight Experiment

NASA Technical Reports Server (NTRS)

Piszczor, Michael F.; Curtis, Henry B.; Guidice, Donald A.; Severance, Paul S.

1992-01-01

An overview of the Photovoltaic Array Space Power Plus Diagnostics (PASP Plus) flight experiment is presented in outline and graphic form. The goal of the experiment is to test a variety of photovoltaic cell and array technologies under various space environmental conditions. Experiment objectives, flight hardware, experiment control and diagnostic instrumentation, and illuminated thermal vacuum testing are addressed.

KSC-2013-3901

NASA Image and Video Library

2013-11-07

CAPE CANAVERAL, Fla. -- Dr. Carlos Calle, senior research scientist on the Electrodynamic Dust Shield for Dust Mitigation project, demonstrates equipment used in his experiments in the Electrostatics and Surface Physics Laboratory in the SwampWorks at NASA's Kennedy Space Center in Florida. Electrodynamic dust shield, or EDS, technology is based on concepts originally developed by NASA as early as 1967 and later by the University of Tokyo. In 2003, NASA, in collaboration with the University of Arkansas at Little Rock, started development of the EDS for dust particle removal from solar panels to be used on future missions to the moon, an asteroid or Mars. A flight experiment to expose the dust shields to the space environment currently is under development. For more information, visit: http://www.nasa.gov/content/scientists-developing-ways-to-mitigate-dust-problem-for-explorers/ Photo credit: NASA/Dan Casper

Stories from the Arctic field

NASA Astrophysics Data System (ADS)

Cain, Michelle

2016-04-01

I will discuss my experience co-ordinating a range of communication activities for a multi-university research programme called Methane in the Arctic: Measurements and Modelling. The project included ground- and aircraft-based fieldwork in the European Arctic, as well as computer modelling. Our communication activities included: our own field blog (www.arcticmethane.wordpress.com), which was syndicated to the Scientific American Expeditions blog; writing articles for other blogs with a wider audience than our own; use of twitter; and podcasting our field work. The grand finale to our communications work was a live event at a science festival, in which we took the audience along with us on a recreated research flight, complete with a life-size mock up of a section of our research aircraft. I will discuss my experiences of these forms of communication, and give an evaluation of their successes and failures.

Computer simulations of space-borne meteorological systems on the CYBER 205

NASA Technical Reports Server (NTRS)

Halem, M.

1984-01-01

Because of the extreme expense involved in developing and flight testing meteorological instruments, an extensive series of numerical modeling experiments to simulate the performance of meteorological observing systems were performed on CYBER 205. The studies compare the relative importance of different global measurements of individual and composite systems of the meteorological variables needed to determine the state of the atmosphere. The assessments are made in terms of the systems ability to improve 12 hour global forecasts. Each experiment involves the daily assimilation of simulated data that is obtained from a data set called nature. This data is obtained from two sources: first, a long two-month general circulation integration with the GLAS 4th Order Forecast Model and second, global analysis prepared by the National Meteorological Center, NOAA, from the current observing systems twice daily.

Ground-based experiments complement microgravity flight opportunities in the investigation of the effects of space flight on the immune response: is protein kinase C gravity sensitive?

NASA Technical Reports Server (NTRS)

Chapes, S. K.; Woods, K. M.; Armstrong, J. W.; Spooner, B. S. (Principal Investigator)

1993-01-01

This manuscript briefly reviews ground-based and flight experiments, discusses how those experiments complement each other, and details how those experiments lead us to speculate about the gravity-sensitive nature of protein kinase C.

14 CFR 61.57 - Recent flight experience: Pilot in command.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Recent flight experience: Pilot in command....57 Recent flight experience: Pilot in command. (a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or...

14 CFR 61.57 - Recent flight experience: Pilot in command.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Recent flight experience: Pilot in command....57 Recent flight experience: Pilot in command. (a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or...

14 CFR 61.57 - Recent flight experience: Pilot in command.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Recent flight experience: Pilot in command....57 Recent flight experience: Pilot in command. (a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or...

14 CFR 61.57 - Recent flight experience: Pilot in command.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Recent flight experience: Pilot in command....57 Recent flight experience: Pilot in command. (a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or...

14 CFR 61.57 - Recent flight experience: Pilot in command.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Recent flight experience: Pilot in command....57 Recent flight experience: Pilot in command. (a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or...

ACTEX flight experiment: development issues and lessons learned

NASA Astrophysics Data System (ADS)

Schubert, S. R.

1993-09-01

The ACTEX flight experiment is scheduled for launch and to begin its on orbit operations in early 1994. The objective of the ACTEX experiment is to demonstrate active vibration control in space, using the smart structure technology. This paper discusses primarily the hardware development and program management issues associated with delivering low cost flight experiments.

High angle of attack control law development for a free-flight wind tunnel model using direct eigenstructure assignment

NASA Technical Reports Server (NTRS)

Wendel, Thomas R.; Boland, Joseph R.; Hahne, David E.

1991-01-01

Flight-control laws are developed for a wind-tunnel aircraft model flying at a high angle of attack by using a synthesis technique called direct eigenstructure assignment. The method employs flight guidelines and control-power constraints to develop the control laws, and gain schedules and nonlinear feedback compensation provide a framework for considering the nonlinear nature of the attack angle. Linear and nonlinear evaluations show that the control laws are effective, a conclusion that is further confirmed by a scale model used for free-flight testing.

A Study of Reflected Sonic Booms Using Airborne Measurements

NASA Technical Reports Server (NTRS)

Kantor, Samuel R.; Cliatt, Larry J.

2017-01-01

In support of ongoing efforts to bring commercial supersonic flight to the public, the Sonic Booms in Atmospheric Turbulence (SonicBAT) flight test conducted at NASA Armstrong Flight Research Center. During this test, airborne sonic boom measurements were made using an instrumented TG-14 motor glider, called the Airborne Acoustic Measurement Platform (AAMP).During the flight program, the AAMP was consistently able to measure the sonic boom wave that was reflected off of the ground, in addition to the incident wave, resulting in the creation of a completely unique data set of airborne sonic boom reflection measurements.

Results from the First Two Flights of the Static Computer Memory Integrity Testing Experiment

NASA Technical Reports Server (NTRS)

Hancock, Thomas M., III

1999-01-01

This paper details the scientific objectives, experiment design, data collection method, and post flight analysis following the first two flights of the Static Computer Memory Integrity Testing (SCMIT) experiment. SCMIT is designed to detect soft-event upsets in passive magnetic memory. A soft-event upset is a change in the logic state of active or passive forms of magnetic memory, commonly referred to as a "Bitflip". In its mildest form a soft-event upset can cause software exceptions, unexpected events, start spacecraft safeing (ending data collection) or corrupted fault protection and error recovery capabilities. In it's most severe form loss of mission or spacecraft can occur. Analysis after the first flight (in 1991 during STS-40) identified possible soft-event upsets to 25% of the experiment detectors. Post flight analysis after the second flight (in 1997 on STS-87) failed to find any evidence of soft-event upsets. The SCMIT experiment is currently scheduled for a third flight in December 1999 on STS-101.

Adaptive structures flight experiments

NASA Astrophysics Data System (ADS)

Martin, Maurice

The topics are presented in viewgraph form and include the following: adaptive structures flight experiments; enhanced resolution using active vibration suppression; Advanced Controls Technology Experiment (ACTEX); ACTEX program status; ACTEX-2; ACTEX-2 program status; modular control patch; STRV-1b Cryocooler Vibration Suppression Experiment; STRV-1b program status; Precision Optical Bench Experiment (PROBE); Clementine Spacecraft Configuration; TECHSAT all-composite spacecraft; Inexpensive Structures and Materials Flight Experiment (INFLEX); and INFLEX program status.

Adaptive Structures Flight Experiments

NASA Technical Reports Server (NTRS)

Martin, Maurice

1992-01-01

The topics are presented in viewgraph form and include the following: adaptive structures flight experiments; enhanced resolution using active vibration suppression; Advanced Controls Technology Experiment (ACTEX); ACTEX program status; ACTEX-2; ACTEX-2 program status; modular control patch; STRV-1b Cryocooler Vibration Suppression Experiment; STRV-1b program status; Precision Optical Bench Experiment (PROBE); Clementine Spacecraft Configuration; TECHSAT all-composite spacecraft; Inexpensive Structures and Materials Flight Experiment (INFLEX); and INFLEX program status.

The Significant Incidents and Close Calls in Human Space Flight Chart: Lessons Learned Gone Viral

NASA Technical Reports Server (NTRS)

Wood, Bill; Pate, Dennis; Thelen, David

2010-01-01

This presentation will explore the surprising history and events that transformed a mundane spreadsheet of historical spaceflight incidents into a popular and widely distributed visual compendium of lessons learned. The Significant Incidents and Close Calls in Human Space Flight Chart (a.k.a. The Significant Incidents Chart) is a popular and visually captivating reference product that has arisen from the work of the Johnson Space Center (JSC) Safety and Mission Assurance (S&MA) Flight Safety Office (FSO). It began as an internal tool intended to increase our team s awareness of historical and modern space flight incidents. Today, the chart is widely recognized across the agency as a reference tool. It appears in several training and education programs. It is used in familiarization training in the JSC Building 9 Mockup Facility and is seen by hundreds of center visitors each week. The chart visually summarizes injuries, fatalities, and close calls sustained during the continuing development of human space flight. The poster-sized chart displays over 100 total events that have direct connections to human space flight endeavors. The chart is updated periodically. The update process itself has become a collaborative effort. Many people, spanning multiple NASA organizations, have provided suggestions for additional entries. The FSO maintains a growing list of subscribers who have requested to receive updates. The presenters will discuss the origins and motivations behind the significant incidents chart. A review of the inclusion criteria used to select events will be offered. We will address how the chart is used today by S&MA and offer a vision of how it might be used by other organizations now and in the future. Particular emphasis will be placed on features of the chart that have met with broad acceptance and have helped spread awareness of the most important lessons in human spaceflight.

Bion 11 mission: primate experiments

NASA Technical Reports Server (NTRS)

Ilyin, E. A.; Korolkov, V. I.; Skidmore, M. G.; Viso, M.; Kozlovskaya, I. B.; Grindeland, R. E.; Lapin, B. A.; Gordeev, Y. V.; Krotov, V. P.; Fanton, J. W.;

F-15 HiDEC taxi on ramp at sunrise

NASA Image and Video Library

1991-09-23

NASA's highly modified F-15A (Serial #71-0287) used for digital electronic flight and engine control systems research, at sunrise on the ramp at the Dryden Flight Research Facility, Edwards, California. The F-15 was called the HIDEC (Highly Integrated Digital Electronic Control) flight facility. Research programs flown on the testbed vehicle have demonstrated improved rates of climb, fuel savings, and engine thrust by optimizing systems performance. The aircraft also tested and evaluated a computerized self-repairing flight control system for the Air Force that detects damaged or failed flight control surfaces. The system then reconfigures undamaged control surfaces so the mission can continue or the aircraft is landed safely.

Gene Kranz Visits Marshall Space Flight Center

NASA Technical Reports Server (NTRS)

2006-01-01

On October 19, 2006, former NASA director of Mission Operations Gene Kranz was a keynote speaker at the Marshall Space Flight Center's (MSFC's) 2006 Annual Safety Day program. The best selling author of 'Failure Is Not An Option' and past Apollo flight director was featured during a morning session called 'Coffee and Kranz'. Marshall employees hung on his every word as he told the fascinating story of Apollo 13. Kranz was the acting flight director during the Apollo 13 mission, a mission that seemed doomed to fail due to an onboard explosion. Kranz and his flight control team worked around the clock relentlessly, solving problem after problem, until the crew was returned safely to Earth.

Quantitative model of the effects of contamination and space environment on in-flight aging of thermal coatings

NASA Astrophysics Data System (ADS)

Vanhove, Emilie; Roussel, Jean-François; Remaury, Stéphanie; Faye, Delphine; Guigue, Pascale

2014-09-01

The in-orbit aging of thermo-optical properties of thermal coatings critically impacts both spacecraft thermal balance and heating power consumption. Nevertheless, in-flight thermal coating aging is generally larger than the one measured on ground and the current knowledge does not allow making reliable predictions1. As a result, a large oversizing of thermal control systems is required. To address this issue, the Centre National d'Etudes Spatiales has developed a low-cost experiment, called THERME, which enables to monitor the in-flight time-evolution of the solar absorptivity of a large variety of coatings, including commonly used coatings and new materials by measuring their temperature. This experiment has been carried out on sunsynchronous spacecrafts for more than 27 years, allowing thus the generation of a very large set of telemetry measurements. The aim of this work was to develop a model able to semi-quantitatively reproduce these data with a restraint number of parameters. The underlying objectives were to better understand the contribution of the different involved phenomena and, later on, to predict the thermal coating aging at end of life. The physical processes modeled include contamination deposition, UV aging of both contamination layers and intrinsic material and atomic oxygen erosion. Efforts were particularly focused on the satellite leading wall as this face is exposed to the highest variations in environmental conditions during the solar cycle. The non-monotonous time-evolution of the solar absorptivity of thermal coatings is shown to be due to a succession of contamination and contaminant erosion by atomic oxygen phased with the solar cycle.

Development and Flight Evaluation of an Emergency Digital Flight Control System Using Only Engine Thrust on an F-15 Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. Gordon; Webb, Lannie Dean

1996-01-01

A propulsion-controlled aircraft (PCA) system for emergency flight control of aircraft with no flight controls was developed and flight tested on an F-15 aircraft at the NASA Dryden Flight Research Center. The airplane has been flown in a throttles-only manual mode and with an augmented system called PCA in which pilot thumbwheel commands and aircraft feedback parameters were used to drive the throttles. Results from a 36-flight evaluation showed that the PCA system can be used to safety land an airplane that has suffered a major flight control system failure. The PCA system was used to recover from a severe upset condition, descend, and land. Guest pilots have also evaluated the PCA system. This paper describes the principles of throttles-only flight control; a history of loss-of-control accidents; a description of the F-15 aircraft; the PCA system operation, simulation, and flight testing; and the pilot comments.

Flight Test of GL-1 Glider Half Scale Prototype

NASA Astrophysics Data System (ADS)

Fikri Zulkarnain, Muhammad; Fazlur Rahman, Muhammad; Luthfi Imam Nurhakim, Muhammad; Arifianto, Ony; Mulyanto, Taufiq

2018-04-01

GL-1 is a single-seat mid-performance glider, designed to be Indonesian National Glider. The Glider have been developing since 2014. The development produced a half scale prototype called BL-1, which had accomplished static test in 2016, then followed by first flight test at April 20th 2017, and second flight test at May 21st 2017. The purpose of the flight test was to obtain familiarization of the aircraft, aerodynamics characteristics and flow visualization, with data from flight recorded in FDR. The flight test resulted in two flights with total length of 21 minutes. The data from FDR and flight test documents extracted to analyze the characteristics and behavior of the aircraft during flight test. The aerodynamics characteristic was close to analytical results. The control was good; however, the effectiveness of control surface may need to be further analyzed. The result of the flight test will be used as a reference for further improvements and may need further testing.

Sounds of Modified Flight Feathers Reliably Signal Danger in a Pigeon.

PubMed

Murray, Trevor G; Zeil, Jochen; Magrath, Robert D

2017-11-20

In his book on sexual selection, Darwin [1] devoted equal space to non-vocal and vocal communication in birds. Since then, vocal communication has become a model for studies of neurobiology, learning, communication, evolution, and conservation [2, 3]. In contrast, non-vocal "instrumental music," as Darwin called it, has only recently become subject to sustained inquiry [4, 5]. In particular, outstanding work reveals how feathers, often highly modified, produce distinctive sounds [6-9], and suggests that these sounds have evolved at least 70 times, in many orders [10]. It remains to be shown, however, that such sounds are signals used in communication. Here we show that crested pigeons (Ochyphaps lophotes) signal alarm with specially modified wing feathers. We used video and feather-removal experiments to demonstrate that the highly modified 8 th primary wing feather (P8) produces a distinct note during each downstroke. The sound changes with wingbeat frequency, so that birds fleeing danger produce wing sounds with a higher tempo. Critically, a playback experiment revealed that only if P8 is present does the sound of escape flight signal danger. Our results therefore indicate, nearly 150 years after Darwin's book, that modified feathers can be used for non-vocal communication, and they reveal an intrinsically reliable alarm signal. Copyright © 2017 Elsevier Ltd. All rights reserved.

[Experiment with rats on a 22-day flight on the "Kosmos-605" biological satellite (objectives and methods)].

PubMed

Il'in, E A; Serova, L V; Noskin, A D

1976-01-01

In 1974 a rat experiment was carried out onboard the Cosmos-605 biosatellite. Inflight Wistar rats were kept unrestrained in small cages. The cages were equipped with a feeder, water supply, light source and a ventilation device. The state of the animals was assessed with respect to their motor activity. The flight experiment was preceded by a number of preparatory runs and testinns that were completed with an end-to-end experiment in a biosatellite mockup. The flight experiment was paralleled by the ground-based synchroneous experiment which simulated almost entirely the flight profile. For each experiment rats were selected and trained during a month's observation. Postflight rats were exposed to clinical, physiological, morphological, cytochemical and biochemical investigations. Tissue examinations were performed on the 2nd-3rd day (20 rats) and 26-27th day (12 rats) after flight. Four rats were kept to study remote aftereffects.

X-15 launch from B-52 mothership

NASA Technical Reports Server (NTRS)

1959-01-01

This photo illustrates how the X-15 rocket-powered aircraft was taken aloft under the wing of a B-52. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. This was one of the early powered flights using a pair of XLR-11 engines (until the XLR-99 became available). The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 test pilots - Thompson, Dana, and McKay

NASA Technical Reports Server (NTRS)

1966-01-01

NASA pilots Milton O. Thompson, William H. 'Bill' Dana, and John B. 'Jack' McKay are seen here in front of the #2 X-15 (56-6671) rocket-powered research aircraft. Among them, the three NASA research pilots made 59 flights in the X-15 (14 for Thompson, 16 for Dana, and 29 for McKay). The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Gleaning bat echolocation calls do not elicit antipredator behaviour in the Pacific field cricket, Teleogryllus oceanicus (Orthoptera: Gryllidae).

PubMed

ter Hofstede, Hannah M; Killow, Joanne; Fullard, James H

2009-08-01

Bats that glean prey (capture them from surfaces) produce relatively inconspicuous echolocation calls compared to aerially foraging bats and could therefore be difficult predators to detect, even for insects with ultrasound sensitive ears. In the cricket Teleogryllus oceanicus, an auditory interneuron (AN2) responsive to ultrasound is known to elicit turning behaviour, but only when the cricket is in flight. Turning would not save a cricket from a gleaning bat so we tested the hypothesis that AN2 elicits more appropriate antipredator behaviours when crickets are on the ground. The echolocation calls of Nyctophilus geoffroyi, a sympatric gleaning bat, were broadcast to singing male and walking female T. oceanicus. Males did not cease singing and females did not pause walking more than usual in response to the bat calls up to intensities of 82 dB peSPL. Extracellular recordings from the cervical connective revealed that the echolocation calls elicited AN2 action potentials at high firing rates, indicating that the crickets could hear these stimuli. AN2 appears to elicit antipredator behaviour only in flight, and we discuss possible reasons for this context-dependent function.

E-20168

NASA Image and Video Library

1969-04-25

NASA research pilot Bill Dana stands in front of the HL-10 Lifting Body following his first glide flight on April 25, 1969. Dana later retired as Chief Engineer at NASA's Dryden Flight Research Center, (called the NASA Flight Research Center in 1969). Prior to his lifting body assignment, Dana flew the X-15 research airplane. He flew the rocket-powered aircraft 16 times, reaching a top speed of 3,897 miles per hour and a peak altitude of 310,000 feet (almost 59 miles high).

Pre-flight sensorimotor adaptation protocols for suborbital flight.

PubMed

Shelhamer, Mark; Beaton, Kara

2012-01-01

Commercial suborbital flights, which include 3-5 minutes of 0 g between hyper-g launch and landing phases, will present suborbital passengers with a challenging sensorimotor experience. Based on the results of neurovestibular research in parabolic and orbital flight, and the anticipated wide range of fitness and experience levels of suborbital passengers, neurovestibular disturbances are likely to be problematic in this environment. Pre-flight adaptation protocols might alleviate some of these issues. Therefore, we describe a set of sensorimotor tests to evaluate passengers before suborbital flight, including assessment of the angular vestibulo-ocular reflex (VOR), ocular skew and disconjugate torsion, subjective visual vertical, and roll vection. Performance on these tests can be examined for correlations with in-flight experience, such as motion sickness, disorientation, and visual disturbances, based on questionnaires and cabin video recordings. Through an understanding of sensorimotor adaptation to parabolic and orbital flight, obtained from many previous studies, we can then suggest appropriate pre-flight adaptation procedures.

47 CFR 87.173 - Frequencies.

Code of Federal Regulations, 2013 CFR

2013-10-01

... traffic control. 325-435 kHz Q RLB Radiobeacons. 410.0 kHz F MA International direction-finding for use outside of United States. 457.0 kHz F MA Working frequency for aircraft on over-water flights. 500.0 kHz F MA International calling and distress frequency for ships and aircraft on over-water flights. 510-535...

47 CFR 87.173 - Frequencies.

Code of Federal Regulations, 2012 CFR

2012-10-01

... traffic control. 325-435 kHz Q RLB Radiobeacons. 410.0 kHz F MA International direction-finding for use outside of United States. 457.0 kHz F MA Working frequency for aircraft on over-water flights. 500.0 kHz F MA International calling and distress frequency for ships and aircraft on over-water flights. 510-535...

47 CFR 87.173 - Frequencies.

Code of Federal Regulations, 2014 CFR

2014-10-01

... traffic control. 325-435 kHz Q RLB Radiobeacons. 410.0 kHz F MA International direction-finding for use outside of United States. 457.0 kHz F MA Working frequency for aircraft on over-water flights. 500.0 kHz F MA International calling and distress frequency for ships and aircraft on over-water flights. 510-535...

47 CFR 87.173 - Frequencies.

Code of Federal Regulations, 2010 CFR

2010-10-01

... traffic control. 325-435 kHz Q RLB Radiobeacons. 410.0 kHz F MA International direction-finding for use outside of United States. 457.0 kHz F MA Working frequency for aircraft on over-water flights. 500.0 kHz F MA International calling and distress frequency for ships and aircraft on over-water flights. 510-535...

47 CFR 87.173 - Frequencies.

Code of Federal Regulations, 2011 CFR

2011-10-01

... traffic control. 325-435 kHz Q RLB Radiobeacons. 410.0 kHz F MA International direction-finding for use outside of United States. 457.0 kHz F MA Working frequency for aircraft on over-water flights. 500.0 kHz F MA International calling and distress frequency for ships and aircraft on over-water flights. 510-535...

HyBoLT Flight Experiment

NASA Technical Reports Server (NTRS)

Chen, Fang-Jeng (Frank); Berry, Scott A.

2010-01-01

HyBoLT was a Hypersonic Boundary Layer Transition flight experiment funded by the Hypersonics Project of the Fundamental Aeronautics Program in NASA's Aeronautics Research Mission Directorate. The HyBoLT test article mounted on the top of the ALV X-1 rocket was launched from Virginia's Wallops Island on August 22, 2008. Unfortunately a problem in the rocket's flight control system caused the vehicle to veer off the designed flight course. Launch officials activated a self-destruct mechanism in the rocket's nose cone after 20 seconds into flight. This report is a closeout document about the HyBoLT flight experiment. Details are provided of the objectives and approach associated with this experimental program as well as the 20 seconds flight data acquired before the vehicle was destroyed.

NAE Twin Otter operations in FIFE 1989

NASA Technical Reports Server (NTRS)

Macpherson, J. I.

1990-01-01

During the summer of 1989, the National Aeronautical Establishment (Canada) Twin Otter Atmospheric Research Aircraft was flow in support of the NASA sponsored First ISLSCP (International Satellite Land Surface Climatology Project) Field Experiment called FIFE-89. Airborne measurements of the fluxes of heat, momentum, water vapor and carbon dioxide were made during 16 flow-altitude flights over the FIFE project area in central Kansas. The Twin Otter operations in FIFE are documented and details are included on the instrumentation, software, flight procedures, atmospheric conditions and analysis methods. Comparisons of Twin Otter measured fluxes are made with those determined at several surface sites and with those made by other instrumented aircraft in the FIFE-87 measurements. Airborne flux measurements are related to run length, altitude, and environmental parameters such as vegetation type, temperature, and wind speed. One night flight was run in an attempt to measure the respiration component of the CO2 flux. The use of aircraft was studied for regional observations of fluxes and to relate these to satellite radiance measurements. Run average data are presented for all 285 flux runs flown by the Twin Otter in FIFE-89. This should serve as as a working reference for scientists utilizing Twin Otter data either directly of through the FIFE data archive.

Terminal - Tactical Separation Assured Flight Environment (T-TSafe)

NASA Technical Reports Server (NTRS)

Verma, Savita Arora; Tang, Huabin; Ballinger, Debbi

2011-01-01

The Tactical Separation Assured Flight Environment (TSAFE) has been previously tested as a conflict detection and resolution tool in the en-route phase of flight. Fast time simulations of a terminal version of this tool called Terminal TSAFE (T-TSAFE) have shown promise over the current conflict detection tools. It has shown to have fewer false alerts (as low as 2 per hour) and better prediction to conflict time than Conflict Alert. The tool will be tested in the simulated terminal area of Los Angeles International Airport, in a Human-in-the-loop experiment to identify controller procedures and information requirements. The simulation will include comparisons of T-TSAFE with NASA's version of Conflict Alert. Also, some other variables such as altitude entry by the controller, which improve T-TSAFE's predictions for conflict detection, will be tested. T-TSAFE integrates features of current conflict detection tools such as Automated Terminal Proximity Alert used to alleviate compression errors in the final approach phase. Based on fast-time simulation analysis, the anticipated benefits of T-TSAFE over Conflict Alert include reduced false/missed alerts and increased time to predicted loss of separation. Other metrics that will be used to evaluate the tool's impact on the controller include controller intervention, workload, and situation awareness.

The role of experience in flight behaviour of Drosophila.

PubMed

Hesselberg, Thomas; Lehmann, Fritz-Olaf

2009-10-01

Experience plays a key role in the acquisition of complex motor skills in running and flight of many vertebrates. To evaluate the significance of previous experience for the efficiency of motor behaviour in an insect, we investigated the flight behaviour of the fruit fly Drosophila. We reared flies in chambers in which the animals could freely walk and extend their wings, but could not gain any flight experience. These naive animals were compared with control flies under both open- and closed-loop tethered flight conditions in a flight simulator as well as in a free-flight arena. The data suggest that the overall flight behaviour in Drosophila seems to be predetermined because both groups exhibited similar mean stroke amplitude and stroke frequency, similar open-loop responses to visual stimulation and the immediate ability to track visual objects under closed-loop feedback conditions. In short free flight bouts, peak saccadic turning rate, angular acceleration, peak horizontal speed and flight altitude were also similar in naive and control flies. However, we found significant changes in other key parameters in naive animals such as a reduction in mean horizontal speed (-23%) and subtle changes in mean turning rate (-48%). Naive flies produced 25% less yaw torque-equivalent stroke amplitudes than the controls in response to a visual stripe rotating in open loop around the tethered animal, potentially suggesting a flight-dependent adaptation of the visuo-motor gain in the control group. This change ceased after the animals experienced visual closed-loop feedback. During closed-loop flight conditions, naive flies had 53% larger differences in left and right stroke amplitude when fixating a visual object, thus steering control was less precise. We discuss two alternative hypotheses to explain our results: the ;neuronal experience' hypothesis, suggesting that there are some elements of learning and fine-tuning involved during the first flight experiences in Drosophila and the ;muscular exercise' hypothesis. Our experiments support the first hypothesis because maximum locomotor capacity seems not to be significantly impaired in the naive group. Although this study primarily confirms the genetic pre-disposition for flight in Drosophila, previous experience may apparently adjust locomotor fine control and aerial performance, although this effect seems to be small compared with vertebrates.

Effect of space flight on cytokine production and other immunologic parameters of rhesus monkeys

NASA Technical Reports Server (NTRS)

Sonnenfeld, G.; Davis, S.; Taylor, G. R.; Mandel, A. D.; Konstantinova, I. V.; Lesnyak, A.; Fuchs, B. B.; Peres, C.; Tkackzuk, J.; Schmitt, D. A.

1996-01-01

During a recent flight of a Russian satellite (Cosmos #2229), initial experiments examining the effects of space flight on immunologic responses of rhesus monkeys were performed to gain insight into the effect of space flight on resistance to infection. Experiments were performed on tissue samples taken from the monkeys before and immediately after flight. Additional samples were obtained approximately 1 month after flight for a postflight restraint study. Two types of experiments were carried out throughout this study. The first experiment determined the ability of leukocytes to produce interleukin-1 and to express interleukin-2 receptors. The second experiment examined the responsiveness of rhesus bone marrow cells to recombinant human granulocyte-macrophage colony-stimulating factor (GM-CSF). Human reagents that cross-reacted with monkey tissue were utilized for the bulk of the studies. Results from both studies indicated that there were changes in immunologic function attributable to space flight. Interleukin-1 production and the expression of interleukin-2 receptors was decreased after space flight. Bone marrow cells from flight monkeys showed a significant decrease in their response to GM-CSF compared with the response of bone marrow cells from nonflight control monkeys. These results suggest that the rhesus monkey may be a useful surrogate for humans in future studies that examine the effect of space flight on immune response, particularly when conditions do not readily permit human study.

Do you hear what I see? Vocalization relative to visual detection rates of Hawaiian hoary bats (Lasiurus cinereus semotus)

USGS Publications Warehouse

Gorresen, Paulo Marcos; Cryan, Paul; Montoya-Aiona, Kristina; Bonaccorso, Frank

2017-01-01

Bats vocalize during flight as part of the sensory modality called echolocation, but very little is known about whether flying bats consistently call. Occasional vocal silence during flight when bats approach prey or conspecifics has been documented for relatively few species and situations. Bats flying alone in clutter-free airspace are not known to forgo vocalization, yet prior observations suggested possible silent behavior in certain, unexpected situations. Determining when, why, and where silent behavior occurs in bats will help evaluate major assumptions of a primary monitoring method for bats used in ecological research, management, and conservation. In this study, we recorded flight activity of Hawaiian hoary bats (Lasiurus cinereus semotus) under seminatural conditions using both thermal video cameras and acoustic detectors. Simultaneous video and audio recordings from 20 nights of observation at 10 sites were analyzed for correspondence between detection methods, with a focus on video observations in three distance categories for which accompanying vocalizations were detected. Comparison of video and audio detections revealed that a high proportion of Hawaiian hoary bats “seen” on video were not simultaneously “heard.” On average, only about one in three visual detections within a night had an accompanying call detection, but this varied greatly among nights. Bats flying on curved flight paths and individuals nearer the cameras were more likely to be detected by both methods. Feeding and social calls were detected, but no clear pattern emerged from the small number of observations involving closely interacting bats. These results may indicate that flying Hawaiian hoary bats often forgo echolocation, or do not always vocalize in a way that is detectable with common sampling and monitoring methods. Possible reasons for the low correspondence between visual and acoustic detections range from methodological to biological and include a number of biases associated with the propagation and detection of sound, cryptic foraging strategies, or conspecific presence. Silent flight behavior may be more prevalent in echolocating bats than previously appreciated, has profound implications for ecological research, and deserves further characterization and study.

Outcomes of medical emergencies on commercial airline flights.

PubMed

Peterson, Drew C; Martin-Gill, Christian; Guyette, Francis X; Tobias, Adam Z; McCarthy, Catherine E; Harrington, Scott T; Delbridge, Theodore R; Yealy, Donald M

2013-05-30

Worldwide, 2.75 billion passengers fly on commercial airlines annually. When in-flight medical emergencies occur, access to care is limited. We describe in-flight medical emergencies and the outcomes of these events. We reviewed records of in-flight medical emergency calls from five domestic and international airlines to a physician-directed medical communications center from January 1, 2008, through October 31, 2010. We characterized the most common medical problems and the type of on-board assistance rendered. We determined the incidence of and factors associated with unscheduled aircraft diversion, transport to a hospital, and hospital admission, and we determined the incidence of death. There were 11,920 in-flight medical emergencies resulting in calls to the center (1 medical emergency per 604 flights). The most common problems were syncope or presyncope (37.4% of cases), respiratory symptoms (12.1%), and nausea or vomiting (9.5%). Physician passengers provided medical assistance in 48.1% of in-flight medical emergencies, and aircraft diversion occurred in 7.3%. Of 10,914 patients for whom postflight follow-up data were available, 25.8% were transported to a hospital by emergency-medical-service personnel, 8.6% were admitted, and 0.3% died. The most common triggers for admission were possible stroke (odds ratio, 3.36; 95% confidence interval [CI], 1.88 to 6.03), respiratory symptoms (odds ratio, 2.13; 95% CI, 1.48 to 3.06), and cardiac symptoms (odds ratio, 1.95; 95% CI, 1.37 to 2.77). Most in-flight medical emergencies were related to syncope, respiratory symptoms, or gastrointestinal symptoms, and a physician was frequently the responding medical volunteer. Few in-flight medical emergencies resulted in diversion of aircraft or death; one fourth of passengers who had an in-flight medical emergency underwent additional evaluation in a hospital. (Funded by the National Institutes of Health.).

X-15 #3 and F-104A chase plane landing

NASA Technical Reports Server (NTRS)

1960-01-01

Followed by a Lockheed F-104A Starfighter chase plane, the North American X-15 ship #3 (56-6672) sinks toward touchdown on Rogers Dry Lake following a research flight. In the foreground is green smoke, used to indicate wind direction. The F-104 chase pilot joined up with the X-15 as it glided to the landing. The chase pilot was there to warn the X-15 pilot of any problems and to call out the altitude above the lakebed. F-104 aircraft were also used for X-15 pilot training to simulate the landing characteristics of the rocket-powered airplane, which landed without engine power since the rocket engine had already burned all of its propellant before the landing. The F-104s could simulate the steep descent of the X-15 as it glided to a landing. They did this by extending the landing gear and speed brakes while setting the throttle to idle. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

The Microgravity Research Experiments (MICREX) Data Base

NASA Technical Reports Server (NTRS)

Winter, C. A.; Jones, J. C.

1996-01-01

An electronic data base identifying over 800 fluids and materials processing experiments performed in a low-gravity environment has been created at NASA Marshall Space Flight Center. The compilation, called MICREX (MICrogravity Research Experiments) was designed to document all such experimental efforts performed (1) on U.S. manned space vehicles, (2) on payloads deployed from U.S. manned space vehicles, and (3) on all domestic and international sounding rockets (excluding those of China and the former U.S.S.R.). Data available on most experiments include (1) principal and co-investigator (2) low-gravity mission, (3) processing facility, (4) experimental objectives and results, (5) identifying key words, (6) sample materials, (7) applications of the processed materials/research area, (8) experiment descriptive publications, and (9) contacts for more information concerning the experiment. This technical memorandum (1) summarizes the historical interest in reduced-gravity fluid dynamics, (2) describes the importance of a low-gravity fluids and materials processing data base, (4) describes thE MICREX data base format and computational World Wide Web access procedures, and (5) documents (in hard-copy form) the descriptions of the first 600 fluids and materials processing experiments entered into MICREX.

The Microgravity Research Experiments (MICREX) Data Base. Volume 2

NASA Technical Reports Server (NTRS)

Winter, C. A.; Jones, J. C.

1996-01-01

An electronic data base identifying over 800 fluids and materials processing experiments performed in a low-gravity environment has been created at NASA Marshall Space Flight Center. The compilation, called MICREX (MICrogravity Research Experiments), was designed to document all such experimental efforts performed (1) on U.S. manned space vehicles, (2) on payloads deployed from U.S. manned space vehicles, and (3) on all domestic and international sounding rockets (excluding those of China and the former U.S.S.R.). Data available on most experiments include (1) principal and co-investigators (2) low-gravity mission, (3) processing facility, (4) experimental objectives and results, (5) identifying key words, (6) sample materials, (7) applications of the processed materials/research area, (8) experiment descriptive publications, and (9) contacts for more information concerning the experiment. This technical memorandum (1) summarizes the historical interest in reduced-gravity fluid dynamics, (2) describes the experimental facilities employed to examine reduced gravity fluid flow, (3) discusses the importance of a low-gravity fluids and materials processing data base, (4) describes the MICREX data base format and computational World Wide Web access procedures, and (5) documents (in hard-copy form) the descriptions of the first 600 fluids and materials processing experiments entered into MICREX.

The Microgravity Research Experiments (MICREX) Data Base. Volume 1

NASA Technical Reports Server (NTRS)

Winter, C. A.; Jones, J.C.

1996-01-01

An electronic data base identifying over 800 fluids and materials processing experiments performed in a low-gravity environment has been created at NASA Marshall Space Flight Center. The compilation, called MICREX (MICrogravity Research Experiments), was designed to document all such experimental efforts performed (1) on U.S. manned space vehicles, (2) on payloads deployed from U.S. manned space vehicles, and (3) on all domestic and international sounding rockets (excluding those of China and the former U.S.S.R.). Data available on most experiments include (1) principal and co-investigators, (2) low-gravity mission, (3) processing facility, (4) experimental objectives and results, (5) identifying key words, (6) sample materials, (7) applications of the processed materials/research area, (8) experiment descriptive publications, and (9) contacts for more information concerning the experiment. This technical memorandum (1) summarizes the historical interest in reduced-gravity fluid dynamics, (2) describes the experimental facilities employed to examine reduced gravity fluid flow, (3) discusses the importance of a low-gravity fluids and materials processing data base, (4) describes the MICREX data base format and computational World Wide Web access procedures, and (5) documents (in hard-copy form) the descriptions of the first 600 fluids and materials processing experiments entered into MICREX.

The Microgravity Research Experiments (MICREX) Data Base, Volume 4

NASA Technical Reports Server (NTRS)

Winter, C. A.; Jones, J. C.

1996-01-01

An electronic data base identifying over 800 fluids and materials processing experiments performed in a low-gravity environment has been created at NASA Marshall Space Flight Center. The compilation, called MICREX (MICrogravity Research Experiments), was designed to document all such experimental efforts performed (1) on U.S. manned space vehicles, (2) on payloads deployed from U.S. manned space vehicles, and (3) on all domestic and international sounding rockets (excluding those of China and the former U.S.S.R.). Data available on most experiments include (1) principal and co-investigators (2) low-gravity mission, (3) processing facility, (4) experimental objectives and results, (5) identifying key words, (6) sample materials, (7) applications of the processed materials/research area, (8) experiment descriptive publications, and (9) contacts for more information concerning the experiment. This technical Memorandum (1) summarizes the historical interest in reduced-gravity fluid dynamics, (2) describes the importance of a low-gravity fluids and materials processing data base, (4) describes the MICREX data base format and computational World Wide Web access procedures, and (5) documents (in hard-copy form) the descriptions of the first 600 fluids and materials processing experiments entered into MICREX.

Hyper III on ramp

NASA Technical Reports Server (NTRS)

1969-01-01

The Hyper III was a full-scale lifting-body remotely piloted research vehicle (RPRV) built at what was then the NASA Flight Research Center located at Edwards Air Force Base in Southern California. The Flight Research Center (FRC--as Dryden was named from 1959 until 1976) already had experience with testing small-scale aircraft using model-airplane techniques, but the first true remotely piloted research vehicle was the Hyper III, which flew only once in December 1969. At that time, the Center was engaged in flight research with a variety of reentry shapes called lifting bodies, and there was a desire both to expand the flight research experience with maneuverable reentry vehicles, including a high-performance, variable-geometry craft, and to investigate a remotely piloted flight research technique that made maximum use of a research pilot's skill and experience by placing him 'in the loop' as if he were in the cockpit. (There have been, as yet, no female research pilots assigned to Dryden.) The Hyper III as originally conceived was a stiletto-shaped lifting body that had resulted from a study at NASA's Langley Research Center in Hampton, Virginia. It was one of a number of hypersonic, cross-range reentry vehicles studied at Langley. (Hypersonic means Mach 5--five times the speed of sound--or faster; cross-range means able to fly a considerable distance to the left or right of the initial reentry path.) The FRC added a small, deployable, skewed wing to compensate for the shape's extremely low glide ratio. Shop personnel built the 32-foot-long Hyper III and covered its tubular frame with dacron, aluminum, and fiberglass, for about $6,500. Hyper III employed the same '8-ball' attitude indicator developed for control-room use when flying the X-15, two model-airplane receivers to command the vehicle's hydraulic controls, and a telemetry system (surplus from the X-15 program) to transmit 12 channels of data to the ground not only for display and control but for data analysis. Dropped from a helicopter at 10,000 feet, Hyper III flew under the control of research pilot Milt Thompson to a near landing using instruments for control. When the vehicle was close to the ground, he handed the vehicle off to experienced model pilot Dick Fischer for a visual landing using standard controls. The flight demonstrated the feasibility of remotely piloting research vehicles and, among other things, that control of the vehicle in roll was much better than predicted and that the vehicle had a much lower lift-to-drag ratio than predicted (a maximum of 4.0 rather than 5.0). Pilot Milt Thompson exhibited some suprising reactions during the Hyper III flight; he behaved as if he were in the cockpit of an actual research aircraft. 'I was really stimulated emotionally and physically in exactly the same manner that I have been during actual first flights.' 'Flying the Hyper III from a ground cockpit was just as dramatic as an actual flight in any of the other vehicles....responsibility rather than fear of personal safety is the real emotional driver. I have never come out of a simulator emtionally and physically tired as is often the case after a test flight in a research aircraft. I was emotionally and physically tired after a 3-minute flight of the Hyper III.'

Radio controlled mothership, Hyper III, and M2-F2 models on lakebed with research staff

NASA Technical Reports Server (NTRS)

1968-01-01

left to right: Richard C. Eldredge, Dale Reed, James O. Newman, Bob McDonald with the mothership (top) and other models. Over the years, the Dryden Flight Research Center and its predecessors has flown various models to gather data for various purposes. The mothership has been used to launch the models. The Flight Research Center (FRC--as Dryden was named from 1959 until 1976) already had experience with testing small-scale aircraft using model-airplane techniques, but the first true remotely piloted research vehicle was the full-sized Hyper III, which flew only once in December 1969. At that time, the Center was engaged in flight research with a variety of reentry shapes called lifting bodies, and there was a desire both to expand the flight research experience with maneuverable reentry vehicles, including a high-performance, variable-geometry craft, and to investigate a remotely piloted flight research technique that made maximum use of a research pilot's skill and experience by placing him 'in the loop' as if he were in the cockpit. (There have been, as yet, no female research pilots assigned to Dryden.) The Hyper III as originally conceived was a stiletto-shaped lifting body that had resulted from a study at NASA's Langley Research Center in Hampton, Virginia. It was one of a number of hypersonic, cross-range reentry vehicles studied at Langley. (Hypersonic means Mach 5--five times the speed of sound--or faster; cross-range means able to fly a considerable distance to the left or right of the initial reentry path.) The FRC added a small, deployable, skewed wing to compensate for the shape's extremely low glide ratio. Shop personnel built the 32-foot-long Hyper III and covered its tubular frame with dacron, aluminum, and fiberglass, for about $6,500. Hyper III employed the same '8-ball' attitude indicator developed for control-room use when flying the X-15, two model-airplane receivers to command the vehicle's hydraulic controls, and a telemetry system (surplus from the X-15 program) to transmit 12 channels of data to the ground not only for display and control but for data analysis. Dropped from a helicopter at 10,000 feet, Hyper III flew under the control of research pilot Milt Thompson to a near landing using instruments for control. When the vehicle was close to the ground, he handed the vehicle off to experienced model pilot Dick Fischer for a visual landing using standard controls. The flight demonstrated the feasibility of remotely piloting research vehicles and, among other things, that control of the vehicle in roll was much better than predicted and that the vehicle had a much lower lift-to-drag ratio than predicted (a maximum of 4.0 rather than 5.0). Pilot Milt Thompson exhibited some suprising reactions during the Hyper III flight; he behaved as if he were in the cockpit of an actual research aircraft. 'I was really stimulated emotionally and physically in exactly the same manner that I have been during actual first flights.' 'Flying the Hyper III from a ground cockpit was just as dramatic as an actual flight in any of the other vehicles....responsibility rather than fear of personal safety is the real emotional driver. I have never come out of a simulator emtionally and physically tired as is often the case after a test flight in a research aircraft. I was emotionally and physically tired after a 3-minute flight of the Hyper III.'

Flight Simulation for the Study of Skill Transfer.

ERIC Educational Resources Information Center

Lintern, Gavan

1992-01-01

Discusses skill transfer as a human performance issue based on experiences with computerized flight simulators. Highlights include the issue of similarity; simulation and the design of training devices; an information theory of transfer; invariants for flight control; and experiments involving the transfer of flight skills. (21 references) (LRW)

In-Flight Lower Body Negative Pressure - Skylab Experiment M092

NASA Technical Reports Server (NTRS)

1973-01-01

This chart details Skylab's In-Flight Lower Body Negative Pressure experiment facility, a medical evaluation designed to monitor changes in astronauts' cardiovascular systems during long-duration space missions. This experiment collected in-flight data for predicting the impairment of physical capacity and the degree of orthostatic intolerance to be expected upon return to Earth. Data to be collected were blood pressure, heart rate, body temperature, vectorcardiogram, lower body negative pressure, leg volume changes, and body mass. The Marshall Space Flight Center had program management responsibility for the development of Skylab hardware and experiments.

Body Mass Measurement - Skylab Experiment M172

NASA Technical Reports Server (NTRS)

1972-01-01

This chart provides details on Skylab's Body Mass Measurement experiment (M172). The M172 experiment was a medical study to determine the body mass of each crew member and observe changes in body masses during flight. Knowledge of exact body mass variations throughout the flight aided significantly in the correlation of other medical data obtained during the flight. Mass measurements under zero-gravity conditions were achieved by the application of Newton's second law (force equals mass times acceleration). The Marshall Space Flight Center had program management responsibility for the development of Skylab hardware and experiments.

Supporting flight data analysis for Space Shuttle Orbiter Experiments at NASA Ames Research Center

NASA Technical Reports Server (NTRS)

Green, M. J.; Budnick, M. P.; Yang, L.; Chiasson, M. P.

1983-01-01

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.

Supporting flight data analysis for Space Shuttle Orbiter experiments at NASA Ames Research Center

NASA Technical Reports Server (NTRS)

Green, M. J.; Budnick, M. P.; Yang, L.; Chiasson, M. P.

1983-01-01

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.

Listening for bats: the hearing range of the bushcricket Phaneroptera falcata for bat echolocation calls measured in the field.

PubMed Central

Schul, J; Matt, F; von Helversen, O

2000-01-01

The hearing range of the tettigoniid Phaneropterafalcata for the echolocation calls of freely flying mouseeared bats (Myotis myotis) was determined in the field. The hearing of the insect was monitored using hook electrode recordings from an auditory interneuron, which is as sensitive as the hearing organ for frequencies above 16 kHz. The flight path of the bat relative to the insect's position was tracked by recording the echolocation calls with two microphone arrays, and calculating the bat's position from the arrival time differences of the calls at each microphone. The hearing distances ranged from 13 to 30 m. The large variability appeared both between different insects and between different bat approaches to an individual insect. The escape time of the bushcricket, calculated from the detection distance of the insect and the instantaneous flight speed of the bat, ranged from 1.5 to more than 4s. The hearing ranges of bushcrickets suggest that the insect hears the approaching bat long before the bat can detect an echo from the flying insect. PMID:12233766

The F-15B Propulsion Flight Test Fixture: A New Flight Facility For Propulsion Research

NASA Technical Reports Server (NTRS)

Corda, Stephen; Vachon, M. Jake; Palumbo, Nathan; Diebler, Corey; Tseng, Ting; Ginn, Anthony; Richwine, David

2001-01-01

The design and development of the F-15B Propulsion Flight Test Fixture (PFTF), a new facility for propulsion flight research, is described. Mounted underneath an F-15B fuselage, the PFTF provides volume for experiment systems and attachment points for propulsion devices. A unique feature of the PFTF is the incorporation of a six-degree-of-freedom force balance. Three-axis forces and moments can be measured in flight for experiments mounted to the force balance. The NASA F-15B airplane is described, including its performance and capabilities as a research test bed aircraft. The detailed description of the PFTF includes the geometry, internal layout and volume, force-balance operation, available instrumentation, and allowable experiment size and weight. The aerodynamic, stability and control, and structural designs of the PFTF are discussed, including results from aerodynamic computational fluid dynamic calculations and structural analyses. Details of current and future propulsion flight experiments are discussed. Information about the integration of propulsion flight experiments is provided for the potential PFTF user.

Computer programs for generation and evaluation of near-optimum vertical flight profiles

NASA Technical Reports Server (NTRS)

Sorensen, J. A.; Waters, M. H.; Patmore, L. C.

1983-01-01

Two extensive computer programs were developed. The first, called OPTIM, generates a reference near-optimum vertical profile, and it contains control options so that the effects of various flight constraints on cost performance can be examined. The second, called TRAGEN, is used to simulate an aircraft flying along an optimum or any other vertical reference profile. TRAGEN is used to verify OPTIM's output, examine the effects of uncertainty in the values of parameters (such as prevailing wind) which govern the optimum profile, or compare the cost performance of profiles generated by different techniques. A general description of these programs, the efforts to add special features to them, and sample results of their usage are presented.

STS-90 Mission Highlights Resource Tape

NASA Technical Reports Server (NTRS)

1998-01-01

The flight crew of the STS-90 mission, Cmdr. Richard A. Searfoss, Pilot Scott D. Altman, and Mission Specialists Richard M. Linnehan, Dafydd Rhys Williams and Kathryn P. Hire, and Payload Specialists Jay C. Buckey and James A. Pawelczyk can be seen performing pre-launch activities such as eating the traditional breakfast, crew suit-up, and the ride out to the launch pad. Also, included are various panoramic views of the shuttle on the pad. The crew is readied in the 'white room' for their mission. After the closing of the hatch and arm retraction, launch activities are shown including countdown, engine ignition, launch, and the separation of the Solid Rocket Boosters. In the second part of the video the crew turn their attention to a variety of experiments inside the Shuttle's cabin. These experiments include the processing of several samples of materials in the glovebox facility in Shuttle's middeck; the experiment called PEP, which involves heating samples and then recording the mixture as it resolidifies; and the study of plant growth in space.

EAQUATE: An International Experiment for Hyper-Spectral Atmospheric Sounding Validation

NASA Technical Reports Server (NTRS)

Taylor, J. P.; Smith, W.; Cuomo, V.; Larar, A.; Zhou, D.; Serio, C.; Maestri, T.; Rizzi, R.; Newman, S.; Antonelli, P.;

Spacelab

NASA Image and Video Library

1992-01-01

Astronaut Ulf Merbold on the stationary seat of the mini-sled, stares into an umbrella-shaped rotating dome with colored dots. Astronaut Merbold, assisted by astronaut David Hilmer, are conducting the Visual Simulator Experiment, a space physiology experiment. The Visual Stimulator Experiment measures the relative importance of visual and vestibular information in determining body orientation. When a person looks at a rotating visual field, a false sensation of self-rotation, called circularvection, results. In weightlessness, circularvection should increase immediately and may continue to increase as the nervous system comes to rely more on visual than vestibular cues. As Astronaut Merbold stares into the rotating dome with a pattern of colored dots and its interior, he turns a knob to indicate his perception of body rotation. The strength of circularvection is calculated by comparing signals from the dome and the knob. The greater the false sense of circularvection, the more the subject is relying on visual information instead of otolith information. The IML-1 mission was the first in a series of Shuttle flights dedicated to fundamental materials and life sciences research with the international partners. The participating space agencies included: NASA, the 14-nation European Space Agency (ESA), the Canadian Space Agency (CSA), the French National Center of Space Studies (CNES), the German Space Agency and the German Aerospace Research Establishment (DAR/DLR), and the National Space Development Agency of Japan (NASDA). Managed by the Marshall Space Flight Center, IML-1 was launched on January 22, 1992 aboard the Space Shuttle Orbiter Discovery (STS-42 mission).

Point of a space experiment proposal.

PubMed

Fukui, Keiji; Shimazu, Toru; Higashibata, Akira; Fujimoto, Nobuyoshi; Ishioka, Noriaki

2003-10-01

JAXA will solicit research proposals for space flight experiments that would be conducted for less than three years after the selection. In principle, available samples will be limited to Arabidopsis and C. elegans and flight hardware and protocol of space flight experiment will be pre-fixed. Proposals using different combinations of species and flight hardware will not be acceptable. Besides scientific issues, it is very important for proposer to write an impressive proposal. Hypothesis basis research proposal is the accepted standard. Reviewers will dislike a descriptive and unfocused research proposal without hypothesis. Ground preparation experiments, which are not related directly to space experiments, should not be included in the solicitation.

Design and analysis of advanced flight planning concepts

NASA Technical Reports Server (NTRS)

Sorensen, John A.

1987-01-01

The objectives of this continuing effort are to develop and evaluate new algorithms and advanced concepts for flight management and flight planning. This includes the minimization of fuel or direct operating costs, the integration of the airborne flight management and ground-based flight planning processes, and the enhancement of future traffic management systems design. Flight management (FMS) concepts are for on-board profile computation and steering of transport aircraft in the vertical plane between a city pair and along a given horizontal path. Flight planning (FPS) concepts are for the pre-flight ground based computation of the three-dimensional reference trajectory that connects the city pair and specifies the horizontal path, fuel load, and weather profiles for initializing the FMS. As part of these objectives, a new computer program called EFPLAN has been developed and utilized to study advanced flight planning concepts. EFPLAN represents an experimental version of an FPS. It has been developed to generate reference flight plans compatible as input to an FMS and to provide various options for flight planning research. This report describes EFPLAN and the associated research conducted in its development.

Artist's Concept of X-37 Re-entry

NASA Technical Reports Server (NTRS)

1999-01-01

Pictured is an artist's concept of the experimental X-37 Reusable Launch Vehicle re-entering Earth`s atmosphere. NASA and the Boeing Company entered a cooperative agreement to develop and fly a new experimental space plane called the X-37 that would be ferried into orbit to test new technologies. The reusable space plane incorporated technologies aimed at significantly cutting the cost of space flight. The X-37 would be carried into orbit by the Space Shuttle or be launched by an expendable rocket. After the X-37 was deployed, it would remain in orbit up to 21 days, performing a variety of experiments before re-entering the Earth's atmosphere and landing. The X-37 program was discontinued in 2003.

The Jovian Electron and Ion Spectrometer (JEI) for the JUICE mission

NASA Astrophysics Data System (ADS)

Fränz, M.; Bührke, U.; Ferreira, P.; Fischer, H.; Heumüller, P.; Krupp, N.; Kühne, W.; Roussos, E.

2017-09-01

The magnetosphere of Jupiter is apart from the Sun the strongest source of charged particles in the Solar system. The interaction of these particles with the exospheres of the Jovian moons forms one of the most complex plasma laboratories encountered by human space flight. For this reason the plasma analyzer package forms a crucial experiment of the Jupiter Icy Moon Explorer (JUICE). As part of the Plasma Environment Package (PEP) we here describe a combined electron and ion spectrometer which is able to measure the electron and ion distribution functions in the energy range 1 to 50000 eV with high sensitivity and time resolution. This instrument is called the Jovian Electron and Ion Analyzer, JEI.

View of Kotov during a session of EVA on Expedition 15

NASA Image and Video Library

2007-06-06

ISS015-E-10933 (6 June 2007) --- Cosmonaut Oleg V. Kotov, Expedition 15 flight engineer representing Russia's Federal Space Agency, wearing a Russian Orlan spacesuit, uses a digital still camera to expose a photo of his helmet visor during a session of extravehicular activity (EVA). With the Earth in the background, International Space Station solar array panels are also visible in the reflections. Among other tasks, Kotov and cosmonaut Fyodor N. Yurchikhin (out of frame), commander representing Russia's Federal Space Agency, completed the installation of 12 more Zvezda Service Module debris panels and installed sample containers on the Pirs Docking Compartment for a Russian experiment, called Biorisk, which looks at the effect of space on microorganisms.

View of Kotov during a session of EVA on Expedition 15

NASA Image and Video Library

2007-06-06

ISS015-E-10939 (6 June 2007) --- Cosmonaut Oleg V. Kotov, Expedition 15 flight engineer representing Russia's Federal Space Agency, wearing a Russian Orlan spacesuit, uses a digital still camera to expose a photo of his helmet visor during a session of extravehicular activity (EVA). With the Earth in the background, International Space Station solar array panels are also visible in the reflections. Among other tasks, Kotov and cosmonaut Fyodor N. Yurchikhin (out of frame), commander representing Russia's Federal Space Agency, completed the installation of 12 more Zvezda Service Module debris panels and installed sample containers on the Pirs Docking Compartment for a Russian experiment, called Biorisk, which looks at the effect of space on microorganisms.

Advanced Concept

NASA Image and Video Library

1999-08-13

Pictured is an artist's concept of the experimental X-37 Reusable Launch Vehicle re-entering Earth‘s atmosphere. NASA and the Boeing Company entered a cooperative agreement to develop and fly a new experimental space plane called the X-37 that would be ferried into orbit to test new technologies. The reusable space plane incorporated technologies aimed at significantly cutting the cost of space flight. The X-37 would be carried into orbit by the Space Shuttle or be launched by an expendable rocket. After the X-37 was deployed, it would remain in orbit up to 21 days, performing a variety of experiments before re-entering the Earth's atmosphere and landing. The X-37 program was discontinued in 2003.

Spacelab Life Sciences 3 biomedical research using the Rhesus Research Facility

NASA Technical Reports Server (NTRS)

Ballard, R. W.; Searby, N. D.; Stone, L. S.; Hogan, R. P.; Viso, M.; Venet, M.

1992-01-01

In 1985, a letter of agreement was signed between the French space agency, CNES, and NASA, formally initiating a joint venture called the RHESUS Project. The goal of this project is to provide a facility to fly rhesus monkeys (Macaca mulatta) to support spaceflight experiments which are applicable but not practical to carry out on human subjects. Biomedical investigations in behavior/performance, immunology/microbiology, muscle physiology, cardiopulmonary physiology, bone/calcium physiology, regulatory physiology, and neurophysiology disciplines will be performed. The Rhesus Research Facility, hardware capable of supporting two adult rhesus monkeys in a microgravity environment, is being developed for a first flight on Spacelab Life Sciences in early 1996.

Installation of Radioskaf 11.2 Kit and batteries for Radioskaf (Suitsat-1) on Expedition 12

NASA Image and Video Library

2006-01-24

ISS012-E-15655 (24 Jan. 2006) --- In the Unity node of the International Space Station, cosmonaut Valery I. Tokarev, Expedition 12 flight engineer representing Russia's Federal Space Agency, puts finishing touches on an old Russian Orlan spacesuit that will be released by hand from the space station during a spacewalk Feb. 3, 2006. Outfitted with a special radio transmitter and other gear, the spacesuit comprises a Russian experiment called SuitSat. It will fly free from the station as a satellite in orbit for several weeks of scientific research and radio tracking, including communications by amateur radio operators. Eventually, it will enter the atmosphere and be destroyed.

Astronaut operations requirements document for the White Light Coronagraph experiment s-052 for the Apollo Telescope Mount

NASA Technical Reports Server (NTRS)

Ross, C. L.

1973-01-01

Information necessary for successful performance of the observer's function in the White Light Coronagraph portion of the Apollo Telescope Mount experiments is presented. The pre-flight, in-flight, and post-flight operations required to perform the S-052 experiment are described. A discussion of the scientific objectives of the experiment and a description of the hardware are provided.

X-15 #2 just after launch

NASA Technical Reports Server (NTRS)

1960-01-01

The X-15 #2 (56-6671) launches away from the B-52 mothership with its rocket engine ignited. The white patches near the middle of the ship are frost from the liquid oxygen used in the propulsion system, although very cold liquid nitrogen was also used to cool the payload bay, cockpit, windshields, and nose. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 cockpit

NASA Technical Reports Server (NTRS)

1963-01-01

This photo shows the X-15 cockpit. The X-15 was unique for many reasons, including the fact that it had two types of controls for the pilot. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wing provided roll control. The conventional aerodynamic controls used a stick, located in the middle of the floor, and pedals. The reaction control system used a side arm controller, seen in this photo on the left. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Feasibility of producing closed-cell metal foams in a zero-gravity environment from sputter deposited inert gas-bearing metals and alloys. Post-flight technical report, SPAR flight 2

NASA Technical Reports Server (NTRS)

Patten, J. W.; Greenwell, E. N.

1976-01-01

Metallography from experiment 24-10 obtained on the second space processing applications rocket (SPAR) flight is discussed. Results are considered along with results from the related experiments on the first SPAR flight. Conclusions are presented.

78 FR 66261 - Certified Flight Instructor Flight Reviews; Recent Pilot in Command Experience; Airmen Online...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-11-05

... Command Experience; Airmen Online Services; Confirmation of Effective Date AGENCY: Federal Aviation... flight experience requirements do not apply to a pilot in command who is employed by a commuter or on-demand operator if the pilot in command is in compliance with the specific pilot in command...

X-15 flight crew - Engle, Rushworth, McKay, Knight, Thompson, and Dana

NASA Technical Reports Server (NTRS)

1966-01-01

The X-15 flight crew, left to right; Air Force Captain Joseph H. Engle, Air Force Major Robert A. Rushworth, NASA pilot John B. 'Jack' McKay, Air Force Major William J. 'Pete' Knight, NASA pilot Milton O. Thompson, and NASA pilot Bill Dana. These six pilots made 125 of the 199 total flights in the X-15. Rushworth made 34 flights (the most of any X-15 pilot); McKay flew 29 times; Engle, Knight, and Dana each flew 16 times; Thompson's total was 14. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

EUNIS: An Extreme-Ultraviolet Normal-Incidence Spectrometer

NASA Technical Reports Server (NTRS)

Thomas, Roger J.; Davila, Joseph M.; Fisher, Richard R. (Technical Monitor)

2001-01-01

GSFC is in the process of assembling an Extreme-Ultraviolet Normal-Incidence Spectrometer called EUNIS, to be flown as a sounding rocket payload. This instrument builds on the many technical innovations pioneered by our highly successful SERTS experiment over its past ten flights. The new design will have somewhat improved spatial and spectral resolutions, as well as 100 times greater sensitivity, permitting EUV spectroscopy with a temporal resolution near 1-second for the first time ever. To achieve such high time cadence, a novel Active-Pixel-Sensor detector is being developed as a key component of our design. The high sensitivity of EUNIS will allow entirely new studies of transient coronal phenomena, such as the rapid loop dynamics seen by TRACE, and searches for non-thermal motions indicative of magnetic reconnection or wave heating. The increased sensitivity will also permit useful EUV spectra at heights of 2-3-R$ \\odot$ above the limb, where the transition between the static corona and the solar wind might occur. In addition, the new design features two independent optical systems, more than doubling the spectral bandwidth covered on each flight. Its 300-370\\AA\\ bandpass includes He-II 304\\AA\\ and strong lines from Fe-XI-XVI, extending the current SERTS range of 300-355\\AA\\ to further improve our ongoing series of calibration under-flights for SOHO/CDS and EIT. The second bandpass of 170-230\\AA\\ has a sequence of very strong Fe-IX-XIV lines, and will allow under-flight support for two more channels on SOHO/EIT, two channels on TRACE, one on Solar-B/EIS, and all four channels on the STEREO/EUVI instrument. First flight of the new EUNIS payload is scheduled for 2002 October.

Mach Cutoff Analysis and Results from NASA's Farfield Investigation of No-Boom Thresholds

NASA Technical Reports Server (NTRS)

Cliatt, Larry J., II; Hill, Michael A.; Haering, Edward A., Jr.

2016-01-01

In support of the ongoing effort by the National Aeronautics and Space Administration (NASA) to bring supersonic commercial travel to the public, the NASA Armstrong Flight Research Center and the NASA Langley Research Center, in partnership with other industry organizations and academia, conducted a flight research experiment to analyze acoustic propagation in the Mach cutoff shadow zone. The effort was conducted in the fall of 2012 and named the Farfield Investigation of No-boom Thresholds (FaINT). The test helped to build a dataset that will go toward further understanding of the unique acoustic propagation characteristics below Mach cutoff altitude. FaINT was able to correlate sonic boom noise levels measured below cutoff altitude with precise airplane flight conditions, potentially increasing the accuracy over previous studies. A NASA F-18B airplane made supersonic passes such that its Mach cutoff caustic would be at varying distances above a linear 60-microphone, 7375-ft (2247.9 m) long array. A TG-14 motor glider equipped with a microphone on its wing-tip also attempted to capture the same sonic boom waves above ground, but below the Mach cutoff altitude. This paper identified an appropriate metric for sonic boom waveforms in the Mach cutoff shadow zone called Perceived Sound Exposure Level; derived an empirical relationship between Mach cutoff flight conditions and noise levels in the shadow zone; validated a safe cutoff altitude theory presented by previous studies; analyzed the sensitivity of flight below Mach cutoff to unsteady atmospheric conditions and realistic aircraft perturbations; and demonstrated the ability to record sonic boom measurements over 5000 ft (1524.0 m) above ground level, but below Mach cutoff altitude.

Review of Significant Incidents and Close Calls in Human Spaceflight from a Human Factors Perspective

NASA Technical Reports Server (NTRS)

Silva-Martinez, Jackelynne; Ellenberger, Richard; Dory, Jonathan

2017-01-01

This project aims to identify poor human factors design decisions that led to error-prone systems, or did not facilitate the flight crew making the right choices; and to verify that NASA is effectively preventing similar incidents from occurring again. This analysis was performed by reviewing significant incidents and close calls in human spaceflight identified by the NASA Johnson Space Center Safety and Mission Assurance Flight Safety Office. The review of incidents shows whether the identified human errors were due to the operational phase (flight crew and ground control) or if they initiated at the design phase (includes manufacturing and test). This classification was performed with the aid of the NASA Human Systems Integration domains. This in-depth analysis resulted in a tool that helps with the human factors classification of significant incidents and close calls in human spaceflight, which can be used to identify human errors at the operational level, and how they were or should be minimized. Current governing documents on human systems integration for both government and commercial crew were reviewed to see if current requirements, processes, training, and standard operating procedures protect the crew and ground control against these issues occurring in the future. Based on the findings, recommendations to target those areas are provided.

Saturn Apollo Program

NASA Image and Video Library

2004-04-15

Saturn 1 Launch summary of research and development flights and operational flights. NASA's initial development plan for the Saturn program had called for the Saturn I to serve as a stepping stone to the development of larger Saturn vehicles ultimately known as the Saturn IB and Saturn V. The Saturn I launch vehicle proved the feasibility of the clustered engines and provided significant new payload lifting capabilities.

Discharge transient coupling in large space power systems

NASA Technical Reports Server (NTRS)

Stevens, N. John; Stillwell, R. P.

1990-01-01

Experiments have shown that plasma environments can induce discharges in solar arrays. These plasmas simulate the environments found in low earth orbits where current plans call for operation of very large power systems. The discharges could be large enough to couple into the power system and possibly disrupt operations. Here, the general concepts of the discharge mechanism and the techniques of coupling are discussed. Data from both ground and flight experiments are reviewed to obtain an expected basis for the interactions. These concepts were applied to the Space Station solar array and distribution system as an example of the large space power system. The effect of discharges was found to be a function of the discharge site. For most sites in the array discharges would not seriously impact performance. One location at the negative end of the array was identified as a position where discharges could couple to charge stored in system capacitors. This latter case could impact performance.

A Sounding Rocket Experiment for the Chromospheric Lyman-Alpha Spectro-Polarimeter (CLASP)

NASA Astrophysics Data System (ADS)

Kubo, M.; Kano, R.; Kobayashi, K.; Bando, T.; Narukage, N.; Ishikawa, R.; Tsuneta, S.; Katsukawa, Y.; Ishikawa, S.; Suematsu, Y.; Hara, H.; Shimizu, T.; Sakao, T.; Ichimoto, K.; Goto, M.; Holloway, T.; Winebarger, A.; Cirtain, J.; De Pontieu, B.; Casini, R.; Auchère, F.; Trujillo Bueno, J.; Manso Sainz, R.; Belluzzi, L.; Asensio Ramos, A.; Štěpán, J.; Carlsson, M.

2014-10-01

A sounding-rocket experiment called the Chromospheric Lyman-Alpha Spectro-Polarimeter (CLASP) is presently under development to measure the linear polarization profiles in the hydrogen Lyman-alpha (Lyα) line at 121.567 nm. CLASP is a vacuum-UV (VUV) spectropolarimeter to aim for first detection of the linear polarizations caused by scattering processes and the Hanle effect in the Lyα line with high accuracy (0.1%). This is a fist step for exploration of magnetic fields in the upper chromosphere and transition region of the Sun. Accurate measurements of the linear polarization signals caused by scattering processes and the Hanle effect in strong UV lines like Lyα are essential to explore with future solar telescopes the strength and structures of the magnetic field in the upper chromosphere and transition region of the Sun. The CLASP proposal has been accepted by NASA in 2012, and the flight is planned in 2015.

US experiments flown on the Soviet biosatellite Cosmos 2044. Volume 1: Mission description, experiments K-7-01 - K-7-15

NASA Technical Reports Server (NTRS)

Connolly, James P. (Editor); Grindeland, Richard E. (Editor); Ballard, Rodney W. (Editor)

1994-01-01

Cosmos 2044 was launched on September 15, 1989, containing radiation dosimetry experiments and a biological payload including two young male rhesus monkeys, ten adult male Wistar rats, insects, amphibians, protozoa, cell cultures, worms, plants and fish. The biosatellite was launched from the Plesetsk Cosmodrome in the Soviet Union for a mission duration of 14 days, as planned. The major research objectives were: (1) Study adaptive response mechanisms of mammals during flight; (2) Study physiological mechanisms underlying vestibular, motor system and brain function in primates during early and later adaptation phases; (3) Study the tissue regeneration processes of mammals; (4) Study the development of single-celled organisms, cell cultures and embryos in microgravity; (5) Study radiation characteristics during the mission and investigate doses, fluxes and spectra of cosmic radiation for various types of shielding. American and Soviet specialists jointly conducted 29 experiments on this mission including extensive preflight and post flight studies with rhesus monkeys, and tissue processing and cell culturing post flight. Biosamples and data were subsequently transferred to the United States. The U.S. responsibilities for this flight included development of flight and ground-based hardware, the preparation of rat tissue sample procedures, the verification testing of hardware and experiment procedures, and the post flight analysis of biospecimens and data for the joint experiments. The U.S. investigations included four primate experiments, 24 rat experiments, and one radiation dosimetry experiment. Three scientists investigated tissue repair during flight for a subgroup of rats injured preflight by surgical intervention. A description of the Cosmos 2044 mission is presented in this report including preflight, on-orbit and post flight activities. The flight and ground-based bioinstrumentation which was developed by the U.S. and U.S.S.R. is also described, along with the associated preflight testing of the U.S. hardware.

The Laser Communications Relay Demonstration Experiment Program

NASA Technical Reports Server (NTRS)

Israel, Dave

2017-01-01

This paper elaborates on the Laser Communications Relay Demonstration (LCRD) Experiment Program, which will engage in a number of pre-determined experiments and also call upon a wide variety of experimenters to test new laser communications technology and techniques, and to gather valuable data. LCRD is a joint project between NASAs Goddard Space Flight Center (GSFC), the Jet Propulsion Laboratory (JPL), and the Massachusetts Institute of Technology Lincoln Laboratory (MIT LL). LCRD will test the functionality in various settings and scenarios of optical communications links from a GEO payload to ground stations in Southern California and Hawaii over a two-year period following launch in 2019. The LCRD investigator team will execute numerous experiments to test critical aspects of laser communications activities over real links and systems, collecting data on the effects of atmospheric turbulence and weather on performance and communications availability. LCRD will also incorporate emulations of target scenarios, including direct-to-Earth (DTE) links from user spacecraft and optical relay providers supporting user spacecraft. To supplement and expand upon the results of these experiments, the project also includes a Guest Experimenters Program, which encourages individuals and groups from government agencies, academia and industry to propose diverse experiment ideas.

The Laser Communications Relay Demonstration Experiment Program

NASA Technical Reports Server (NTRS)

Israel, David J.; Edwards, Bernard L.; Moores, John D.; Piazzolla, Sabino; Merritt, Scott

2017-01-01

This paper elaborates on the Laser Communications Relay Demonstration (LCRD) Experiment Program, which will engage in a number of pre-determined experiments and also call upon a wide variety of experimenters to test new laser communications technology and techniques, and to gather valuable data. LCRD is a joint project between NASA's Goddard Space Flight Center (GSFC), the Jet Propulsion Laboratory (JPL), and the Massachusetts Institute of Technology Lincoln Laboratory (MIT LL). LCRD will test the functionality in various settings and scenarios of optical communications links from a GEO (Geosynchronous Earth Orbit) payload to ground stations in Southern California and Hawaii over a two-year period following launch in 2019. The LCRD investigator team will execute numerous experiments to test critical aspects of laser communications activities over real links and systems, collecting data on the effects of atmospheric turbulence and weather on performance and communications availability. LCRD will also incorporate emulations of target scenarios, including direct-to-Earth (DTE) links from user spacecraft and optical relay providers supporting user spacecraft. To supplement and expand upon the results of these experiments, the project also includes a Guest Experimenters Program, which encourages individuals and groups from government agencies, academia and industry to propose diverse experiment ideas.

Digital Fly-By-Wire Flight Control Validation Experience

NASA Technical Reports Server (NTRS)

Szalai, K. J.; Jarvis, C. R.; Krier, G. E.; Megna, V. A.; Brock, L. D.; Odonnell, R. N.

1978-01-01

The experience gained in digital fly-by-wire technology through a flight test program being conducted by the NASA Dryden Flight Research Center in an F-8C aircraft is described. The system requirements are outlined, along with the requirements for flight qualification. The system is described, including the hardware components, the aircraft installation, and the system operation. The flight qualification experience is emphasized. The qualification process included the theoretical validation of the basic design, laboratory testing of the hardware and software elements, systems level testing, and flight testing. The most productive testing was performed on an iron bird aircraft, which used the actual electronic and hydraulic hardware and a simulation of the F-8 characteristics to provide the flight environment. The iron bird was used for sensor and system redundancy management testing, failure modes and effects testing, and stress testing in many cases with the pilot in the loop. The flight test program confirmed the quality of the validation process by achieving 50 flights without a known undetected failure and with no false alarms.

Outcomes of Medical Emergencies on Commercial Airline Flights

PubMed Central

Peterson, Drew C.; Martin-Gill, Christian; Guyette, Francis X.; Tobias, Adam Z.; McCarthy, Catherine E.; Harrington, Scott T.; Delbridge, Theodore R.; Yealy, Donald M.

2013-01-01

Background Worldwide, 2.75 billion passengers fly on commercial airlines annually. When inflight medical emergencies occur, access to care is limited. We describe in-flight medical emergencies and the outcomes of these events. Methods We reviewed records of in-flight medical emergency calls from five domestic and international airlines to a physician-directed medical communications center from January 1, 2008, through October 31, 2010. We characterized the most common medical problems and the type of on-board assistance rendered. We determined the incidence of and factors associated with unscheduled aircraft diversion, transport to a hospital, and hospital admission, and we determined the incidence of death. Results There were 11,920 in-flight medical emergencies resulting in calls to the center (1 medical emergency per 604 flights). The most common problems were syncope or presyncope (37.4% of cases), respiratory symptoms (12.1%), and nausea or vomiting (9.5%). Physician passengers provided medical assistance in 48.1% of in-flight medical emergencies, and aircraft diversion occurred in 7.3%. Of 10,914 patients for whom postflight follow-up data were available, 25.8% were transported to a hospital by emergency-medical-service personnel, 8.6% were admitted, and 0.3% died. The most common triggers for admission were possible stroke (odds ratio, 3.36; 95% confidence interval [CI], 1.88 to 6.03), respiratory symptoms (odds ratio, 2.13; 95% CI, 1.48 to 3.06), and cardiac symptoms (odds ratio, 1.95; 95% CI, 1.37 to 2.77). Conclusions Most in-flight medical emergencies were related to syncope, respiratory symptoms, or gastrointestinal symptoms, and a physician was frequently the responding medical volunteer. Few in-flight medical emergencies resulted in diversion of aircraft or death; one fourth of passengers who had an in-flight medical emergency underwent additional evaluation in a hospital. (Funded by the National Institutes of Health.) PMID:23718164

Porting DubaiSat-2 Flight Software to RTEMS: A Feasibility Study

NASA Astrophysics Data System (ADS)

Khoory, Mohammed; Al Shamsi, Zakareyya; Al Midfa, Ibrahim

2015-09-01

This paper details the process taken by EIAST to study RTEMS as a potential real-time operating system for future space missions. The direction was to attempt to run the DubaiSat-2 flight software under RTEMS 4.10.2 with as little modification to the original source as possible. The implementation used a “translation layer” to translate system calls used by the DS-2 flight software into RTEMS system calls. The RTEMS RTL project was integrated to satisfy the run-time loading requirement, and some differences in the filesystem were encountered and worked around. The implementation was tested for performance and stability, and comparisons were made. The conclusion is that RTEMS provides an adequate base for future space missions with certain advantages over other RTOS’s including cost, a smaller executable size, and control over the source. Drawbacks include the slow speed of loading tasks during runtime and some filesystem integrity issues during unexpected reboots.

Facing page test for the astronaut science advisor presentation

NASA Technical Reports Server (NTRS)

Compton, Michael M.

1991-01-01

The goal of the Astronaut Science Advisor (ASA) project is to improve the scientific return of experiments performed in space by providing astronaut experimenters with an 'intelligent assistant' that encapsulates much of the domain- and experiment-related knowledge commanded by the Principal Investigator (PI) on the ground. By using expert systems technology and the availability of flight-qualified personal computers, it is possible to encode the requisite knowledge and make it available to astronauts as they perform experiments in space. The system performs four major functions: diagnosis and troubleshooting of experiment apparatus, data collection, protocol management, and detection of interesting data. The experiment used for development of the system measures human adaptation to weightlessness in the context of the neurovestibular system. This so-called 'Rotating Dome' experiment was flown on the recent Spacelab Life Sciences One (SLS-1) Mission. This mission was used as an opportunity to test some of the system's functionality. Experiment data was downlinked from the orbiter, and the system then captured the data and analyzed it in real time. The system kept track of the time being used by the experiment, recognized occurrences of interesting data, summarized data statistically and generated potential new protocols that could be used to optimize the course of the experiment.

14 CFR 61.411 - What aeronautical experience must I have to apply for a flight instructor certificate with a...

Code of Federal Regulations, 2010 CFR

2010-01-01

... apply for a flight instructor certificate with a sport pilot rating? 61.411 Section 61.411 Aeronautics... CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS Flight Instructors With a Sport Pilot Rating... sport pilot rating? Use the following table to determine the experience you must have for each aircraft...

14 CFR 61.411 - What aeronautical experience must I have to apply for a flight instructor certificate with a...

Code of Federal Regulations, 2011 CFR

2011-01-01

... apply for a flight instructor certificate with a sport pilot rating? 61.411 Section 61.411 Aeronautics... CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS Flight Instructors With a Sport Pilot Rating... sport pilot rating? Use the following table to determine the experience you must have for each aircraft...

Perl Tools for Automating Satellite Ground Systems

NASA Technical Reports Server (NTRS)

McLean, David; Haar, Therese; McDonald, James

2000-01-01

The freeware scripting language Pert offers many opportunities for automating satellite ground systems for new satellites as well as older, in situ systems. This paper describes a toolkit that has evolved from of the experiences gained by using Pert to automate the ground system for the Compton Gamma Ray Observatory (CGRO) and for automating some of the elements in the Earth Observing System Data and Operations System (EDOS) ground system at Goddard Space Flight Center (GSFC). CGRO is an older ground system that was forced to automate because of fund cuts. Three 8 hour shifts were cut back to one 8 hour shift, 7 days per week. EDOS supports a new mission called Terra, launched December 1999 that requires distribution and tracking of mission-critical reports throughout the world. Both of these ground systems use Pert scripts to process data and display it on the Internet as well as scripts to coordinate many of the other systems that make these ground systems work as a coherent whole. Another task called Automated Multimodal Trend Analysis System (AMTAS) is looking at technology for isolation and recovery of spacecraft problems. This effort has led to prototypes that seek to evaluate various tools and technology that meet at least some of the AMTAS goals. The tools, experiences, and lessons learned by implementing these systems are described here.

The Stratospheric Observatory for Infrared Astronomy (SOFIA)

NASA Astrophysics Data System (ADS)

Gehrz, Robert

The joint U.S. and German Stratospheric Observatory for Infrared Astronomy (SOFIA) Project to develop and operate a 2.5-meter infrared airborne telescope in a Boeing 747-SP is in its final stages of development. Flying in the stratosphere at altitudes as high as 45,000 feet, SOFIA enables observations throughout the infrared and submillimeter region with an average transmission of greater than 80 percent. SOFIA has a wide instrument complement including broadband imagers, moderate resolution spectrographs capable of resolving broad features due to dust and large molecules, and high resolution spectrometers suitable for kinematic studies of molecular and atomic gas lines at km/s resolution. The first generation and future instruments will enable SOFIA to make unique contributions to a broad array of science topics. SOFIA began its post-modification test flight series on April 26, 2007 in Waco, Texas. The test flight series continues at NASA Dryden Flight Research Center, California. SOFIA will be staged out of Dryden's new aircraft operations facility at Palmdale, CA starting in December, 2007. First science flights will begin in 2009, the next instrument call and the first General Observer science call will be in 2010, and a full operations schedule of about 120 flights per year will be reached by 2014. The observatory is expected to operate for more than 20 years. The sensitivity, characteristics, science instrument complement, future instrument opportunities and examples of first light science will be discussed.

Experiments using electronic display information in the NASA terminal configured vehicle

NASA Technical Reports Server (NTRS)

Morello, S. A.

1980-01-01

The results of research experiments concerning pilot display information requirements and visualization techniques for electronic display systems are presented. Topics deal with display related piloting tasks in flight controls for approach-to-landing, flight management for the descent from cruise, and flight operational procedures considering the display of surrounding air traffic. Planned research of advanced integrated display formats for primary flight control throughout the various phases of flight is also discussed.

Closed-Loop HIRF Experiments Performed on a Fault Tolerant Flight Control Computer

NASA Technical Reports Server (NTRS)

Belcastro, Celeste M.

1997-01-01

ABSTRACT Closed-loop HIRF experiments were performed on a fault tolerant flight control computer (FCC) at the NASA Langley Research Center. The FCC used in the experiments was a quad-redundant flight control computer executing B737 Autoland control laws. The FCC was placed in one of the mode-stirred reverberation chambers in the HIRF Laboratory and interfaced to a computer simulation of the B737 flight dynamics, engines, sensors, actuators, and atmosphere in the Closed-Loop Systems Laboratory. Disturbances to the aircraft associated with wind gusts and turbulence were simulated during tests. Electrical isolation between the FCC under test and the simulation computer was achieved via a fiber optic interface for the analog and discrete signals. Closed-loop operation of the FCC enabled flight dynamics and atmospheric disturbances affecting the aircraft to be represented during tests. Upset was induced in the FCC as a result of exposure to HIRF, and the effect of upset on the simulated flight of the aircraft was observed and recorded. This paper presents a description of these closed- loop HIRF experiments, upset data obtained from the FCC during these experiments, and closed-loop effects on the simulated flight of the aircraft.

Individual styles of professional operator's performance for the needs of interplanetary mission.

NASA Astrophysics Data System (ADS)

Boritko, Yaroslav; Gushin, Vadim; Zavalko, Irina; Smoleevskiy, Alexandr; Dudukin, Alexandr

Maintenance of the cosmonaut’s professional performance reliability is one of the priorities of long-term space flights safety. Cosmonaut’s performance during long-term space flight decreases due to combination of the microgravity effects and inevitable degradation of skills during prolonged breaks in training. Therefore, the objective of the elaboration of countermeasures against skill decrement is very relevant. During the experiment with prolonged isolation "Mars-500" in IMBP two virtual models of professional operator’s activities were used to investigate the influence of extended isolation, monotony and confinement on professional skills degradation. One is well-known “PILOT-1” (docking to the space station), another - "VIRTU" (manned operations of planet exploration). Individual resistance to the artificial sensory conflict was estimated using computerized version of “Mirror koordinograf” with GSR registration. Two different individual performance styles, referring to the different types of response to stress, have been identified. Individual performance style, called "conservative control", manifested in permanent control of parameters, conditions and results of the operator’s activity. Operators with this performance style demonstrate high reliability in performing tasks. The drawback of the style is intensive resource expenditure - both the operator (physiological "cost") and the technical system operated (fuel, time). This style is more efficient while executing tasks that require long work with high reliability required according to a detailed protocol, such as orbital flight. Individual style, called "exploratory ", manifested in the search of new ways of task fulfillment. This style is accompanied by partial, periodic lack of control of the conditions and result of operator’s activity due to flexible approach to the tasks perfect implementation. Operators spent less resource (fuel, time, lower physiological "cost") due to high self-regulation in tasks not requiring high reliability. "Exploratory" style is more effective when working in nonregulated and off-nominal situations, such as interplanetary mission, due to possibility to use nonstandard innovative solutions, save physiological resources and rapidly mobilize to demonstrate high reliability at key moments.

The role of situation assessment and flight experience in pilots' decisions to continue visual flight rules flight into adverse weather.

PubMed

Wiegmann, Douglas A; Goh, Juliana; O'Hare, David

2002-01-01

Visual flight rules (VFR) flight into instrument meteorological conditions (IMC) is a major safety hazard in general aviation. In this study we examined pilots' decisions to continue or divert from a VFR flight into IMC during a dynamic simulation of a cross-country flight. Pilots encountered IMC either early or later into the flight, and the amount of time and distance pilots flew into the adverse weather prior to diverting was recorded. Results revealed that pilots who encountered the deteriorating weather earlier in the flight flew longer into the weather prior to diverting and had more optimistic estimates of weather conditions than did pilots who encountered the deteriorating weather later in the flight. Both the time and distance traveled into the weather prior to diverting were negatively correlated with pilots' previous flight experience. These findings suggest that VFR flight into IMC may be attributable, at least in part, to poor situation assessment and experience rather than to motivational judgment that induces risk-taking behavior as more time and effort are invested in a flight. Actual or potential applications of this research include the design of interventions that focus on improving weather evaluation skills in addition to addressing risk-taking attitudes.

Low Gravity Freefall Facilities

NASA Technical Reports Server (NTRS)

1981-01-01

Composite of Marshall Space Flight Center's Low-Gravity Free Fall Facilities.These facilities include a 100-meter drop tower and a 100-meter drop tube. The drop tower simulates in-flight microgravity conditions for up to 4.2 seconds for containerless processing experiments, immiscible fluids and materials research, pre-flight hardware design test and flight experiment simulation. The drop tube simulates in-flight microgravity conditions for up to 4.6 seconds and is used extensively for ground-based microgravity convection research in which extremely small samples are studied. The facility can provide deep undercooling for containerless processing experiments that require materials to remain in a liquid phase when cooled below the normal solidification temperature.

Microgravity

NASA Image and Video Library

1981-03-30

Composite of Marshall Space Flight Center's Low-Gravity Free Fall Facilities.These facilities include a 100-meter drop tower and a 100-meter drop tube. The drop tower simulates in-flight microgravity conditions for up to 4.2 seconds for containerless processing experiments, immiscible fluids and materials research, pre-flight hardware design test and flight experiment simulation. The drop tube simulates in-flight microgravity conditions for up to 4.6 seconds and is used extensively for ground-based microgravity convection research in which extremely small samples are studied. The facility can provide deep undercooling for containerless processing experiments that require materials to remain in a liquid phase when cooled below the normal solidification temperature.

Electrically Driven Thermal Management: Flight Validation, Experiment Development, Future Technologies

NASA Technical Reports Server (NTRS)

Didion, Jeffrey R.

2018-01-01

Electrically Driven Thermal Management is an active research and technology development initiative incorporating ISS technology flight demonstrations (STP-H5), development of Microgravity Science Glovebox (MSG) flight experiment, and laboratory-based investigations of electrically based thermal management techniques. The program targets integrated thermal management for future generations of RF electronics and power electronic devices. This presentation reviews four program elements: i.) results from the Electrohydrodynamic (EHD) Long Term Flight Demonstration launched in February 2017 ii.) development of the Electrically Driven Liquid Film Boiling Experiment iii.) two University based research efforts iv.) development of Oscillating Heat Pipe evaluation at Goddard Space Flight Center.

F-16XL Ship #2 wing glove close-up, laser cut holes, with dime for scale

NASA Technical Reports Server (NTRS)

1995-01-01

This June 1995 photograph of a test panel similiar to the one attached to the surface of an F-16XL research aircraft's left wing at NASA's Dryden Flight Research Center, Edwards, California, shows the size of the more than 10 million laser-cut holes in the panel, called a glove, as compared with a dime. Below the titanium panel into which holes are cut is a suction system linked to a compressor. During research flights with the modified, delta-winged F-16XL, the suction system pulled a small part of the boundary layer of air through the glove's porous surface to expand the extent of smooth (laminar) flow. Researchers believe that laminar flow conditions can reduce aerodynamic drag (friction) and contribute to reduced operating costs by improving fuel consumption and lowering aircraft weight. This Supersonic Laminar Flow Control (SLFC) experiment represents a collaborative effort between NASA and aerospace industry (specifically Boeing, Rockwell, and McDonnell Douglas), with Boeing assembling the panel and McDonnell Douglas designing the suction system.

Egomotion estimation with optic flow and air velocity sensors.

PubMed

Rutkowski, Adam J; Miller, Mikel M; Quinn, Roger D; Willis, Mark A

2011-06-01

We develop a method that allows a flyer to estimate its own motion (egomotion), the wind velocity, ground slope, and flight height using only inputs from onboard optic flow and air velocity sensors. Our artificial algorithm demonstrates how it could be possible for flying insects to determine their absolute egomotion using their available sensors, namely their eyes and wind sensitive hairs and antennae. Although many behaviors can be performed by only knowing the direction of travel, behavioral experiments indicate that odor tracking insects are able to estimate the wind direction and control their absolute egomotion (i.e., groundspeed). The egomotion estimation method that we have developed, which we call the opto-aeronautic algorithm, is tested in a variety of wind and ground slope conditions using a video recorded flight of a moth tracking a pheromone plume. Over all test cases that we examined, the algorithm achieved a mean absolute error in height of 7% or less. Furthermore, our algorithm is suitable for the navigation of aerial vehicles in environments where signals from the Global Positioning System are unavailable.

AIS-2 radiometry and a comparison of methods for the recovery of ground reflectance

NASA Technical Reports Server (NTRS)

Conel, James E.; Green, Robert O.; Vane, Gregg; Bruegge, Carol J.; Alley, Ronald E.; Curtiss, Brian J.

1987-01-01

A field experiment and its results involving Airborne Imaging Spectrometer-2 data are described. The radiometry and spectral calibration of the instrument are critically examined in light of laboratory and field measurements. Three methods of compensating for the atmosphere in the search for ground reflectance are compared. It was found that laboratory determined responsitivities are 30 to 50 percent less than expected for conditions of the flight for both short and long wavelength observations. The combined system atmosphere surface signal to noise ratio, as indexed by the mean response divided by the standard deviation for selected areas, lies between 40 and 110, depending upon how scene averages are taken, and is 30 percent less for flight conditions than for laboratory. Atmospheric and surface variations may contribute to this difference. It is not possible to isolate instrument performance from the present data. As for methods of data reduction, the so-called scene average or log-residual method fails to recover any feature present in the surface reflectance, probably because of the extreme homogeneity of the scene.

The perception of verticality in lunar and Martian gravity conditions.

PubMed

de Winkel, Ksander N; Clément, Gilles; Groen, Eric L; Werkhoven, Peter J

2012-10-31

Although the mechanisms of neural adaptation to weightlessness and re-adaptation to Earth-gravity have received a lot of attention since the first human space flight, there is as yet little knowledge about how spatial orientation is affected by partial gravity, such as lunar gravity of 0.16 g or Martian gravity of 0.38 g. Up to now twelve astronauts have spent a cumulated time of approximately 80 h on the lunar surface, but no psychophysical experiments were conducted to investigate their perception of verticality. We investigated how the subjective vertical (SV) was affected by reduced gravity levels during the first European Parabolic Flight Campaign of Partial Gravity. In normal and hypergravity, subjects accurately aligned their SV with the gravitational vertical. However, when gravity was below a certain threshold, subjects aligned their SV with their body longitudinal axis. The value of the threshold varied considerably between subjects, ranging from 0.03 to 0.57 g. Despite the small number of subjects, there was a significant positive correlation of the threshold with subject age, which calls for further investigation. Copyright © 2012 Elsevier Ireland Ltd. All rights reserved.

Automatic maintenance payload on board of a Mexican LEO microsatellite

NASA Astrophysics Data System (ADS)

Vicente-Vivas, Esaú; García-Nocetti, Fabián; Mendieta-Jiménez, Francisco

2006-02-01

Few research institutions from Mexico work together to finalize the integration of a technological demonstration microsatellite called Satex, aiming the launching of the first ever fully designed and manufactured domestic space vehicle. The project is based on technical knowledge gained in previous space experiences, particularly in developing GASCAN automatic experiments for NASA's space shuttle, and in some support obtained from the local team which assembled the México-OSCAR-30 microsatellites. Satex includes three autonomous payloads and a power subsystem, each one with a local microcomputer to provide intelligent and dedicated control. It also contains a flight computer (FC) with a pair of full redundancies. This enables the remote maintenance of processing boards from the ground station. A fourth communications payload depends on the flight computer for control purposes. A fifth payload was decided to be developed for the satellite. It adds value to the available on-board computers and extends the opportunity for a developing country to learn and to generate domestic space technology. Its aim is to provide automatic maintenance capabilities for the most critical on-board computer in order to achieve continuous satellite operations. This paper presents the virtual computer architecture specially developed to provide maintenance capabilities to the flight computer. The architecture is periodically implemented by software with a small amount of physical processors (FC processors) and virtual redundancies (payload processors) to emulate a hybrid redundancy computer. Communications among processors are accomplished over a fault-tolerant LAN. This allows a versatile operating behavior in terms of data communication as well as in terms of distributed fault tolerance. Obtained results, payload validation and reliability results are also presented.

Design Considerations for a Launch Vehicle Development Flight Instrumentation System

NASA Technical Reports Server (NTRS)

Johnson, Martin L.; Crawford, Kevin

2011-01-01

When embarking into the design of a new launch vehicle, engineering models of expected vehicle performance are always generated. While many models are well established and understood, some models contain design features that are only marginally known. Unfortunately, these analytical models produce uncertainties in design margins. The best way to answer these analytical issues is with vehicle level testing. The National Aeronautics and Space Administration respond to these uncertainties by using a vehicle level system called the Development Flight Instrumentation, or DFI. This DFI system can be simple to implement, with only a few measurements, or it may be a sophisticated system with hundreds of measurement and video, without a recording capability. From experience with DFI systems, DFI never goes away. The system is renamed and allowed to continue, in most cases. Proper system design can aid the transition to future data requirements. This paper will discuss design features that need to be considered when developing a DFI system for a launch vehicle. It will briefly review the data acquisition units, sensors, multiplexers and recorders, telemetry components and harnessing. It will present a reasonable set of requirements which should be implemented in the beginning of the program in order to start the design. It will discuss a simplistic DFI architecture that could be the basis for the next NASA launch vehicle. This will be followed by a discussion of the "experiences gained" from a past DFI system implementation, such as the very successful Ares I-X test flight. Application of these design considerations may not work for every situation, but they may direct a path toward success or at least make one pause and ask the right questions.

Sodium-sulfur Cell Technology Flight Experiment (SSCT)

NASA Technical Reports Server (NTRS)

Halbach, Carl R.

1992-01-01

The sodium-sulfur battery is emerging as a prime high-temperature energy storage technology for space flight applications. A Na-S cell demonstration is planned for a 1995-96 NASA Space Shuttle flight which focuses on the microgravity effects on individual cells. The experiment is not optimized for battery performance as such. Rather, it maximizes the variety of operating conditions which the Na-S cell is capable of in a relatively short 5-day flight. The demonstration is designed to reveal the effects of microgravity by comparison with ground test control cells experiencing identical test conditions but with gravity. Specifically, limitations of transport dynamics and associated cell performance characteristics should be revealed. The Na-S Cell Technology Flight Experiment consists of three separate experiments designed to determine cell operating characteristics, detailed electrode kinetics and reactant distributions.

Advanced Smart Structures Flight Experiments for Precision Spacecraft

NASA Astrophysics Data System (ADS)

Denoyer, Keith K.; Erwin, R. Scott; Ninneman, R. Rory

2000-07-01

This paper presents an overview as well as data from four smart structures flight experiments directed by the U.S. Air Force Research Laboratory's Space Vehicles Directorate in Albuquerque, New Mexico. The Middeck Active Control Experiment $¯Flight II (MACE II) is a space shuttle flight experiment designed to investigate modeling and control issues for achieving high precision pointing and vibration control of future spacecraft. The Advanced Controls Technology Experiment (ACTEX-I) is an experiment that has demonstrated active vibration suppression using smart composite structures with embedded piezoelectric sensors and actuators. The Satellite Ultraquiet Isolation Technology Experiment (SUITE) is an isolation platform that uses active piezoelectric actuators as well as damped mechanical flexures to achieve hybrid passive/active isolation. The Vibration Isolation, Suppression, and Steering Experiment (VISS) is another isolation platform that uses viscous dampers in conjunction with electromagnetic voice coil actuators to achieve isolation as well as a steering capability for an infra-red telescope.

STS-107 Flight Day 9 Highlights

NASA Technical Reports Server (NTRS)

2003-01-01

This video shows the activities of the STS-107 crew (Rick Husband, Commander; William McCool, Pilot; Kalpana Chawla, David Brown, Michael Anderson, Laurel Clark, Mission Specialists; Ilan Ramon, Payload Specialist) during flight day 9 of the Columbia orbiter's final flight. The primary activities of flight day 9 are spaceborne experiments. The video shows a commercial experiment on roses, a partial view of Africa from Libya to the Horn of Africa through the MEIDEX (Mediterranean Israeli Dust Experiment), and the FAST (Facility for Absorption and Surface Tension) experiment. The STARS (Space Technology and Research Students) international student experiments are shown. The preliminary results of these experiments on the effects of microgravity on silkworms, spiders, crystal growth, fish embryos, carpenter bees, and ants are discussed. The video includes a view of southern Spain and the Mediterranean Sea.

Development of Nonlinear Flight Mechanical Model of High Aspect Ratio Light Utility Aircraft

NASA Astrophysics Data System (ADS)

Bahri, S.; Sasongko, R. A.

2018-04-01

The implementation of Flight Control Law (FCL) for Aircraft Electronic Flight Control System (EFCS) aims to reduce pilot workload, while can also enhance the control performance during missions that require long endurance flight and high accuracy maneuver. In the development of FCL, a quantitative representation of the aircraft dynamics is needed for describing the aircraft dynamics characteristic and for becoming the basis of the FCL design. Hence, a 6 Degree of Freedom nonlinear model of a light utility aircraft dynamics, also called the nonlinear Flight Mechanical Model (FMM), is constructed. This paper shows the construction of FMM from mathematical formulation, the architecture design of FMM, the trimming process and simulations. The verification of FMM is done by analysis of aircraft behaviour in selected trimmed conditions.

Using a cellular model to explore human-facilitated spread of risk of EAB in Minnesota

Treesearch

Anantha Prasad; Louis Iverson; Matthew Peters; Steve Matthews

2011-01-01

The Emerald Ash Borer has made inroads to Minnesota in the past two years, killing ash trees. We use our spatially explicit cell based model called EAB-SHIFT to calculate the risk of infestation owing to flight characteristics and short distance movement of the insect (insect flight model, IFM), and the human facilitated agents like roads, campgrounds etc. (insect ride...

STS-87 Day 10 Highlights

NASA Technical Reports Server (NTRS)

1997-01-01

On this tenth day of the STS-87 mission, the flight crew, Cmdr. Kevin R. Kregel, Pilot Steven W. Lindsey, Mission Specialists Winston E. Scott, Kalpana Chawla, and Takao Doi, and Payload Specialist Leonid K. Kadenyuk receive a call from Ukrainian President Leonid Kuchma and answer questions from media in Kiev. The conversations focus on Kadenyuk's first flight into space and the work ongoing to support the mission objectives.

NASA's F-15B conducts a local Mach investigation flight over California's Mojave Desert.

NASA Image and Video Library

2004-06-01

NASA's F-15B Research Testbed aircraft flew instrumentation in June 2004 called the Local Mach Investigation (LMI), designed to gather local airflow data for future research projects using the aircraft's Propulsion Flight Test Fixture (PFTF). The PFTF is the black rectangular fixture attached to the aircraft's belly. The LMI package was located in the orange device attached to the PFTF.

NASA's F-15B conducts a local Mach investigation flight over California's Mojave Desert.

NASA Image and Video Library

2004-06-04

NASA's F-15B Research Testbed aircraft flew instrumentation in June 2004 called the Local Mach Investigation (LMI), designed to gather local airflow data for future research projects using the aircraft's Propulsion Flight Test Fixture (PFTF). The PFTF is the black rectangular fixture attached to the aircraft's belly. The LMI package was located in the orange device attached to the PFTF.

A hard X-ray experiment for long-duration balloon flights

NASA Astrophysics Data System (ADS)

Johnson, W. N.; Kurfess, J. D.; Strickman, M. S.; Saulnier, D. M.

The Naval Research Lab has developed a balloon-borne hard X-ray experiment which is designed for 60- to 90-day flight durations soon to be available with around the world Sky Anchor or RACOON balloon flights. The experiment's scintillation detector is sensitive to the 15 - 250 keV X-ray energy range. The experiment includes three microcomputer systems which control the data acquisition and provide the orientation and navigation information required for global balloon flights. The data system supports global data communications utilizing the GOES satellite as well as high bit rate communications through L-band li line-of-site transmissions

Roles, uses, and benefits of general aviation aircraft in aerospace engineering education

NASA Technical Reports Server (NTRS)

Odonoghue, Dennis P.; Mcknight, Robert C.

1994-01-01

Many colleges and universities throughout the United States offer outstanding programs in aerospace engineering. In addition to the fundamentals of aerodynamics, propulsion, flight dynamics, and air vehicle design, many of the best programs have in the past provided students the opportunity to design and fly airborne experiments on board various types of aircraft. Sadly, however, the number of institutions offering such 'airborne laboratories' has dwindled in recent years. As a result, opportunities for students to apply their classroom knowledge, analytical skills, and engineering judgement to the development and management of flight experiments on an actual aircraft are indeed rare. One major reason for the elimination of flight programs by some institutions, particularly the smaller colleges, is the prohibitive cost of operating and maintaining an aircraft as a flying laboratory. The purpose of this paper is to discuss simple, low-cost, relevant flight experiments that can be performed using readily available general aviation aircraft. This paper examines flight experiments that have been successfully conducted on board the NASA Lewis Research Center's T-34B aircraft, as part of the NASA/AIAA/University Flight Experiment Program for Students (NAUFEPS) and discusses how similar experiments could be inexpensively performed on other general aviation aircraft.

Velocity-space sensitivity of the time-of-flight neutron spectrometer at JET

DOE Office of Scientific and Technical Information (OSTI.GOV)

Jacobsen, A. S., E-mail: Ajsen@fysik.dtu.dk; Salewski, M.; Korsholm, S. B.

2014-11-15

The velocity-space sensitivities of fast-ion diagnostics are often described by so-called weight functions. Recently, we formulated weight functions showing the velocity-space sensitivity of the often dominant beam-target part of neutron energy spectra. These weight functions for neutron emission spectrometry (NES) are independent of the particular NES diagnostic. Here we apply these NES weight functions to the time-of-flight spectrometer TOFOR at JET. By taking the instrumental response function of TOFOR into account, we calculate time-of-flight NES weight functions that enable us to directly determine the velocity-space sensitivity of a given part of a measured time-of-flight spectrum from TOFOR.

The design of a joined wing flight demonstrator aircraft

NASA Technical Reports Server (NTRS)

Smith, S. C.; Cliff, S. E.; Kroo, I. M.

1987-01-01

A joined-wing flight demonstrator aircraft has been developed at the NASA Ames Research Center in collaboration with ACA Industries. The aircraft is designed to utilize the fuselage, engines, and undercarriage of the existing NASA AD-1 flight demonstrator aircraft. The design objectives, methods, constraints, and the resulting aircraft design, called the JW-1, are presented. A wind-tunnel model of the JW-1 was tested in the NASA Ames 12-foot wind tunnel. The test results indicate that the JW-1 has satisfactory flying qualities for a flight demonstrator aircraft. Good agreement of test results with design predictions confirmed the validity of the design methods used for application to joined-wing configurations.

Around Marshall

NASA Image and Video Library

2006-10-19

On October 19, 2006, former NASA director of Mission Operations Gene Kranz was a keynote speaker at the Marshall Space Flight Center’s (MSFC’s) 2006 Annual Safety Day program. The best selling author of “Failure Is Not An Option” and past Apollo flight director was featured during a morning session called “Coffee and Kranz”. Marshall employees hung on his every word as he told the fascinating story of Apollo 13. Kranz was the acting flight director during the Apollo 13 mission, a mission that seemed doomed to fail due to an onboard explosion. Kranz and his flight control team worked around the clock relentlessly, solving problem after problem, until the crew was returned safely to Earth.

Effect Of Spaceflight On Microbial Gene Expression And Virulence: Preliminary Results From Microbe Payload Flown On-Board STS-115

NASA Technical Reports Server (NTRS)

Wilson, J. W.; HonerzuBentrup, K,; Schurr, M. J.; Buchanan, K.; Morici, L.; Hammond, T.; Allen, P.; Baker, C.; Ott, C. M.; Nelman-Gonzalez M.;

CATE: A Case Study of an Interdisciplinary Student-Led Microgravity Experiment

NASA Astrophysics Data System (ADS)

Colwell, J. E.; Dove, A.; Lane, S. S.; Tiller, C.; Whitaker, A.; Lai, K.; Hoover, B.; Benjamin, S.

2015-12-01

The Collisional Accretion Experiment (CATE) was designed, built, and flown on NASA's C-9 parabolic flight airplane in less than a year by an interdisciplinary team of 6 undergraduate students under the supervision of two faculty. CATE was selected in the initial NASA Undergraduate Student Instrument Project (USIP) solicitation in the Fall of 2013, and the experiment flight campaign was in July 2014. The experiment studied collisions between different particle populations at low velocities (sub-m/s) in a vacuum and microgravity to gain insight into processes in the protoplanetary disk and planetary ring systems. Faculty provided the experiment concept and key experiment design parameters, and the student team developed the detailed hardware design for all components, manufactured and tested hardware, operated the experiment in flight, and analyzed data post-flight. Students also developed and led an active social media campaign and education and public outreach campaign to engage local high school students in the project. The ability to follow an experiment through from conception to flight was a key benefit for undergraduate students whose available time for projects such as this is frequently limited to their junior and senior years. Key factors for success of the program included having an existing laboratory infrastructure and experience in developing flight payloads and an intrinsically simple experiment concept. Students were highly motivated, in part, by their sense of technical and scientific ownership of the project, and this engagement was key to the project's success.

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

NASA Technical Reports Server (NTRS)

Frederick, Michael A.; Ratnayake, Nalin A.

2010-01-01

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, and it is also applicable for future propulsion systems research that may use the Propulsion Flight Test Fixture. This report describes the flight test preparation and execution, and the local flowfield properties calculated from pressure measurements of the rake. Data from the two Rake Airflow Gage Experiment research flights demonstrate that the F-15B airplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of 2 were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

NASA Technical Reports Server (NTRS)

Frederick, Michael A.; Ratnayake, Nalin A.

2011-01-01

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, an< it is also applicable for future propulsion systems research that may use the Propulsion Flight Test Fixture. This report describes the flight test preparation and execution, and the local flow-field properties calculated from pressure measurements of the rake. Data from the two Rake Airflow Gage Experiment research flights demonstrate that the F-15B airplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of -2 deg were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

Instrumentation and Performance Analysis Plans for the HIFiRE Flight 2 Experiment

NASA Technical Reports Server (NTRS)

Gruber, Mark; Barhorst, Todd; Jackson, Kevin; Eklund, Dean; Hass, Neal; Storch, Andrea M.; Liu, Jiwen

2009-01-01

Supersonic combustion performance of a bi-component gaseous hydrocarbon fuel mixture is one of the primary aspects under investigation in the HIFiRE Flight 2 experiment. In-flight instrumentation and post-test analyses will be two key elements used to determine the combustion performance. Pre-flight computational fluid dynamics (CFD) analyses provide valuable information that can be used to optimize the placement of a constrained set of wall pressure instrumentation in the experiment. The simulations also allow pre-flight assessments of performance sensitivities leading to estimates of overall uncertainty in the determination of combustion efficiency. Based on the pre-flight CFD results, 128 wall pressure sensors have been located throughout the isolator/combustor flowpath to minimize the error in determining the wall pressure force at Mach 8 flight conditions. Also, sensitivity analyses show that mass capture and combustor exit stream thrust are the two primary contributors to uncertainty in combustion efficiency.

BLT Flight Experiment Overview and In-Situ Measurements

NASA Technical Reports Server (NTRS)

Anderson, Brian P.; Campbell, Charles H.; Saucedo, Luis A.; Kinder, Gerald R.

2010-01-01

In support of the Boundary Layer Transition Flight Experiment (BLT FE) Project, a manufactured protuberance tile was installed on the port wing of Space Shuttle Orbiter Discovery for the flight of STS-119. Additional instrumentation was also installed in order to obtain more spatially resolved measurements. This paper will provide an overview of the BLT FE Project, including the project history, organizations involved, and motivations for the flight experiment. Significant efforts were made to place the protuberance at an appropriate location on the Orbiter and to design the protuberance to withstand the expected environments. Efforts were also extended to understand the as-fabricated shape of the protuberance and the thermal protection system tile configuration surrounding the protuberance. A high level overview of the in-situ flight data will be presented, along with a summary of the comparisons between pre- and post-flight analysis predictions and flight data.

A cost assessment of reliability requirements for shuttle-recoverable experiments

NASA Technical Reports Server (NTRS)

Campbell, J. W.

1975-01-01

The relaunching of unsuccessful experiments or satellites will become a real option with the advent of the space shuttle. An examination was made of the cost effectiveness of relaxing reliability requirements for experiment hardware by allowing more than one flight of an experiment in the event of its failure. Any desired overall reliability or probability of mission success can be acquired by launching an experiment with less reliability two or more times if necessary. Although this procedure leads to uncertainty in total cost projections, because the number of flights is not known in advance, a considerable cost reduction can sometimes be achieved. In cases where reflight costs are low relative to the experiment's cost, three flights with overall reliability 0.9 can be made for less than half the cost of one flight with a reliability of 0.9. An example typical of shuttle payload cost projections is cited where three low reliability flights would cost less than $50 million and a single high reliability flight would cost over $100 million. The ratio of reflight cost to experiment cost is varied and its effect on the range in total cost is observed. An optimum design reliability selection criterion to minimize expected cost is proposed, and a simple graphical method of determining this reliability is demonstrated.

Short duration microgravity experiments in physical and life sciences during parabolic flights: the first 30 ESA campaigns.

PubMed

Pletser, Vladimir

2004-11-01

Aircraft parabolic flights provide repetitively up to 20 s of reduced gravity during ballistic flight manoeuvres. Parabolic flights are used to conduct short microgravity investigations in Physical and Life Sciences, to test instrumentation and to train astronauts before a space flight. The European Space Agency (ESA) has organized since 1984 thirty parabolic flight campaigns for microgravity research experiments utilizing six different airplanes. More than 360 experiments were successfully conducted during more than 2800 parabolas, representing a cumulated weightlessness time of 15 h 30 m. This paper presents the short duration microgravity research programme of ESA. The experiments conducted during these campaigns are summarized, and the different airplanes used by ESA are shortly presented. The technical capabilities of the Airbus A300 'Zero-G' are addressed. Some Physical Science, Technology and Life Science experiments performed during the last ESA campaigns with the Airbus A300 are presented to show the interest of this unique microgravity research tool to complement, support and prepare orbital microgravity investigations. c2004 Elsevier Ltd. All rights reserved.

Progress on automated data analysis algorithms for ultrasonic inspection of composites

NASA Astrophysics Data System (ADS)

Aldrin, John C.; Forsyth, David S.; Welter, John T.

2015-03-01

Progress is presented on the development and demonstration of automated data analysis (ADA) software to address the burden in interpreting ultrasonic inspection data for large composite structures. The automated data analysis algorithm is presented in detail, which follows standard procedures for analyzing signals for time-of-flight indications and backwall amplitude dropout. New algorithms have been implemented to reliably identify indications in time-of-flight images near the front and back walls of composite panels. Adaptive call criteria have also been applied to address sensitivity to variation in backwall signal level, panel thickness variation, and internal signal noise. ADA processing results are presented for a variety of test specimens that include inserted materials and discontinuities produced under poor manufacturing conditions. Software tools have been developed to support both ADA algorithm design and certification, producing a statistical evaluation of indication results and false calls using a matching process with predefined truth tables. Parametric studies were performed to evaluate detection and false call results with respect to varying algorithm settings.

Support activities to maintain SUMS flight readiness, volume 2. Attachment A: Flight 61-C report

NASA Technical Reports Server (NTRS)

Wright, Willie

1992-01-01

The Shuttle Upper Atmosphere Mass Spectrometer (SUMS), a component experiment of the NASA Orbital Experiments Program (OEX), was flown aboard the shuttle Columbia (OV102) mounted at the forward end of the nose landing gear well with an atmospheric gas inlet system fitted to the lower fuselage (chin panel) surface. The SUMS was designed to provide atmospheric data in flow regimes inaccessible prior to the development of the Space Transportation system (STS). The experiment mission operation begins about 1 hour to shuttle de-orbit entry maneuver and continues until reaching 1.6 torr (about 86 km altitude). The SUMS flew a total of three missions, 61C, STS-35, and STS-40. Between flights, the SUMS was maintained in flight ready status. The flight data has been analyzed by the NASA LaRC Aerothermodynamics Branch. Flight data spectrum plots and reports are presented in the Appendices to the Final Technical Report for NAS1-17399. This volume is the flight data report for flight 61-C.

X-15 #2 with test pilot Joe Walker

NASA Technical Reports Server (NTRS)

1961-01-01

Joe Walker is seen here after a flight in front of the X-15 #2 (56-6671) rocket-powered research aircraft. Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,200 feet (67.08 miles) on August 22, 1963 (his last X-15 flight). This was one of three flights by Walker that achieved altitudes over 50 miles. Walker was killed on June 8, 1966, when his F-104 collided with the XB-70. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Knowledge-based system for flight information management. Thesis

NASA Technical Reports Server (NTRS)

Ricks, Wendell R.

1990-01-01

The use of knowledge-based system (KBS) architectures to manage information on the primary flight display (PFD) of commercial aircraft is described. The PFD information management strategy used tailored the information on the PFD to the tasks the pilot performed. The KBS design and implementation of the task-tailored PFD information management application is described. The knowledge acquisition and subsequent system design of a flight-phase-detection KBS is also described. The flight-phase output of this KBS was used as input to the task-tailored PFD information management KBS. The implementation and integration of this KBS with existing aircraft systems and the other KBS is described. The flight tests are examined of both KBS's, collectively called the Task-Tailored Flight Information Manager (TTFIM), which verified their implementation and integration, and validated the software engineering advantages of the KBS approach in an operational environment.

Columbia carries astronomy experiments on third test flight

NASA Technical Reports Server (NTRS)

1982-01-01

The Space Transportation System 3 flight is discussed. The objectives of the test flight are given as well as an account of launch preparations, in liftoff, reentry; and landing. Numerous astronomy and space science experiments carried in the cargo bay are described.

Development and Flight Test of an Augmented Thrust-Only Flight Control System on an MD-11 Transport Airplane

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Maine, Trindel A.; Burken, John J.; Pappas, Drew

1996-01-01

An emergency flight control system using only engine thrust, called Propulsion-Controlled Aircraft (PCA), has been developed and flight tested on an MD-11 airplane. In this thrust-only control system, pilot flight path and track commands and aircraft feedback parameters are used to control the throttles. The PCA system was installed on the MD-11 airplane using software modifications to existing computers. Flight test results show that the PCA system can be used to fly to an airport and safely land a transport airplane with an inoperative flight control system. In up-and-away operation, the PCA system served as an acceptable autopilot capable of extended flight over a range of speeds and altitudes. The PCA approaches, go-arounds, and three landings without the use of any non-nal flight controls have been demonstrated, including instrument landing system-coupled hands-off landings. The PCA operation was used to recover from an upset condition. In addition, PCA was tested at altitude with all three hydraulic systems turned off. This paper reviews the principles of throttles-only flight control; describes the MD-11 airplane and systems; and discusses PCA system development, operation, flight testing, and pilot comments.

Skylab

NASA Image and Video Library

1970-01-01

Skylab's Body Mass Measurement chair, the facility of the Body Mass Measurement experiment (M172), is shown here in this 1970 photograph. The M172 experiment determined the body mass of each crew member and observed changes in body masses during flight. Knowledge of exact body mass variations throughout the flight in significantly aided in the correlation of other medical data obtained during the flight. Mass measurements under zero-gravity conditions were achieved by the application of Newton's second law (force equals mass times acceleration). The Marshall Space Flight Center had program management responsibility for the development of Skylab hardware and experiments.

Space Construction Experiment Definition Study (SCEDS), part 1. Volume 1: Executive summary

NASA Technical Reports Server (NTRS)

1981-01-01

Definition was completed on a basic flight experiment which will provide data on the construction of large space systems from the orbiter which could not be practicably obtained from ground tests. Dynamic behavior of a representative large structure was predicted. On-orbit construction operations were studied. Orbiter control during and after construction was investigated. Evolutionary or supplemental flight experiments for the development of augmentation of a basic flight experiment were identified and defined.

Deep-Space Ka-Band Flight Experience

NASA Astrophysics Data System (ADS)

Morabito, D. D.

2017-11-01

Lower frequency bands have become more congested in allocated bandwidth as there is increased competition between flight projects and other entities. Going to higher frequency bands offers significantly more bandwidth, allowing for the use of much higher data rates. However, Ka-band is more susceptible to weather effects than lower frequency bands currently used for most standard downlink telemetry operations. Future or prospective flight projects considering deep-space Ka-band (32-GHz) telemetry data links have expressed an interest in understanding past flight experience with received Ka-band downlink performance. Especially important to these flight projects is gaining a better understanding of weather effects from the experience of current or past missions that operated Ka-band radio systems. We will discuss the historical flight experience of several Ka-band missions starting from Mars Observer in 1993 up to present-day deep-space missions such as Kepler. The study of historical Ka-band flight experience allows one to recommend margin policy for future missions. Of particular interest, we will review previously reported-on flight experience with the Cassini spacecraft Ka-band radio system that has been used for radio science investigations as well as engineering studies from 2004 to 2015, when Cassini was in orbit around the planet Saturn. In this article, we will focus primarily on the Kepler spacecraft Ka-band link, which has been used for operational telemetry downlink from an Earth trailing orbit where the spacecraft resides. We analyzed the received Ka-band signal level data in order to characterize link performance over a wide range of weather conditions and as a function of elevation angle. Based on this analysis of Kepler and Cassini flight data, we found that a 4-dB margin with respect to adverse conditions ensures that we achieve at least a 95 percent data return.

Boundary Layer Transition Flight Experiment Overview and In-Situ Measurements

NASA Technical Reports Server (NTRS)

Anderson, Brian P.; Campbell, Charles H.; Saucedo, Luis A.; Kinder, Gerald R.; Berger, Karen T.

2010-01-01

In support of the Boundary Layer Transition Flight Experiment (BLTFE) Project, a manufactured protuberance tile was installed on the port wing of Space Shuttle Orbiter Discovery for the flights of STS-119 and STS-128. Additional instrumentation was also installed in order to obtain more spatially resolved measurements downstream of the protuberance. This paper provides an overview of the BLTFE Project, including the project history, organizations involved, and motivations for the flight experiment. Significant efforts were made to place the protuberance at an appropriate location on the Orbiter and to design the protuberance to withstand the expected environments. Efforts were also extended to understand the as-fabricated shape of the protuberance and the thermal protection system tile configuration surrounding the protuberance. A high-level overview of the in-situ flight data is presented, along with a summary of the comparisons between pre- and post-flight analysis predictions and flight data. Comparisons show that predictions for boundary layer transition onset time closely match the flight data, while predicted temperatures were significantly higher than observed flight temperatures.

The Effect of Microgravity on the Smallest Space Travelers: Bacterial Physiology and Virulence on Earth and in Microgravity

NASA Technical Reports Server (NTRS)

Pyle, Barry; Vasques, Marilyn; Aquilina, Rudy (Technical Monitor)

2002-01-01

Since the first human flights outside of Earth's gravity, crew health and well-being have been major concerns. Exposure to microgravity during spaceflight is known to affect the human immune response, possibly making the crew members more vulnerable to infectious disease. In addition, biological experiments previously flown in space have shown that bacteria grow faster in microgravity than they do on Earth. The ability of certain antibiotics to control bacterial infections may also differ greatly in microgravity. It is therefore critical to understand how spaceflight and microgravity affect bacterial virulence, which is their ability to cause disease. By utilizing spaceflight hardware provided by the European Space Agency (ESA), Dr. Barry Pyle and his team at Montana State University, Bozeman, will be performing an experiment to study the effects of microgravity on the virulence of a common soil and water bacterium, Pseudomonas aeruginosa. Importantly, these bacteria have been detected in the water supplies of previous Space Shuttle flights. The experiment will examine the effects of microgravity exposure on bacterial growth and on the bacterium's ability to form a toxin called Exotoxin A. Another goal is to evaluate the effects of microgravity on the physiology of the bacteria by analyzing their ability to respire (produce energy), by studying the condition of the plasma membrane surrounding the cell, and by determining if specific enzymes remain active. Proteins produced by the bacteria will also be assayed to see if the normal functions of the bacteria are affected. In the context of human life support in spaceflight, the results of this experiment will offer guidance in providing the highest possible water quality for the Shuttle in order to limit the risk of infection to human occupants and to minimize water system and spacecraft deterioration.

A Sounding Rocket Experiment for the Chromospheric Lyman-Alpha Spectro-Polarimeter (CLASP)

NASA Technical Reports Server (NTRS)

Kubo, M.; Kano, R.; Kobayashi, K.; Ishikawa, R.; Bando, T.; Narukage, N.; Katsukawa, Y.; Ishikawa, S.; Suematsu, Y.; Hara, H.;

SPAR electrophoretic separation experiments, part 2

NASA Technical Reports Server (NTRS)

Cosmi, F. M.

1978-01-01

The opportunity to use a sounding rocket for separation experiments is a logical continuation of earlier electrophoresis demonstrations and experiments. A free-flow electrophoresis system, developed under the Advanced Applications Flight Experiment (AAFE) Program, was designed so that it would fit into a rocket payload. The SPAR program provides a unique opportunity to complete the intial stages of microgravity testing prior to any Shuttle applications. The objective of the work described in this report was to ensure proper operating parameters for the defined experimental samples to be used in the SPAR Electrophoretic Separation Experiment. Ground based experiments were undertaken not only to define flight parameters but also to serve as a point of comparison for flight results. Possible flight experiment problem areas were also studied such as sample interaction due to sedimentation, concentration effects and storage effects. Late in the program anomalies of field strengths and buffer conductivities were also investigated.

Descriptions of Space Processing Applications Rocket (SPAR) experiments

NASA Technical Reports Server (NTRS)

Naumann, R. J. (Editor)

1979-01-01

The experiments for all the Space Processing Applications Rocket experiments, including those flown on previous Space Processing flights as well as those under development for future flights are described. The experiment objective, rationale, approach, and results or anticipated results are summarized.

The International Heat Pipe Experiment. [international cooperation zero g experiment

NASA Technical Reports Server (NTRS)

Mcintosh, R.; Ollendorf, S.; Harwell, W.

1976-01-01

The aims of the experiment are outlined. Flight experiments included in this program were provided by NASA, Goddard Space Flight Center, ESA (European Space Agency), the German Ministry of Technology, Hughes Aircraft Company and NASA, Ames Research Center.

Apollo experience report: Simulation of manned space flight for crew training

NASA Technical Reports Server (NTRS)

Woodling, C. H.; Faber, S.; Vanbockel, J. J.; Olasky, C. C.; Williams, W. K.; Mire, J. L. C.; Homer, J. R.

1973-01-01

Through space-flight experience and the development of simulators to meet the associated training requirements, several factors have been established as fundamental for providing adequate flight simulators for crew training. The development of flight simulators from Project Mercury through the Apollo 15 mission is described. The functional uses, characteristics, and development problems of the various simulators are discussed for the benefit of future programs.

Gliding Experiments of the Wright Brothers: The Wrights and Flight Research 1899-1908

NASA Technical Reports Server (NTRS)

Bowers, Albion H.; Hansen, Jennifer; Martin, Cam

2007-01-01

Viewgraphs showing glider experiments of the Wright Brothers from 1899-1908 are presented. The slides review the experiments that the Wright Brothers conducted prior to their first powered flight in 1903 to developing the first practical aircraft in 1905. Many pictures of the gliders and other devices are used to illustrate the gradual development and experimentation that preceeded the first powered flight.

Development of flight experiment task requirements. Volume 2: Technical Report. Part 1: Program report and Appendices A-G

NASA Technical Reports Server (NTRS)

Hatterick, G. R.

1972-01-01

Activities are documented of the study to determine skills required of on-orbit crew personnel of the space shuttle. The material is presented in four sections that include: (1) methodology for identifying flight experiment task-skill requirements, (2) task-skill analysis of selected flight experiments, (3) study results and conclusions, and (4) new technology.

The influence of space flight factors on viability and mutability of plants.

PubMed

Kostina, L; Anikeeva, I; Vaulina, E

1984-01-01

The experiments with air-dried Crepis capillaris seeds aboard the Soyuz 16 spaceship and the orbital stations Salyut 5, 6, 7 have revealed an increase in the frequency of aberrant cells in seedlings grown from flight-exposed seeds during the flight (experiment) and after the flight on Earth (flight control) as compared to the ground-based control. The increase in seedlings grown during the flight is more significant than in the flight control. During the flight Arabidopsis thaliana developed from cotyledons to the flowering stage. Analysis of seeds setting on these plants after the flight has shown a reduction in the fertility of these plants and an increase in the frequency of recessive mutants ("Light block-1"). An increased frequency of mutants was also retained in the progeny of plants which had passed through a complete cycle of development during the flight ("Fiton-3"). Suppression of embryo viability was observed in all experiments and expressed itself in reduced germinating ability of seeds from the exposed plants and in the early death of seedlings. Damages resulting from chromosome aberrations are eliminated in the first postflight generation and damages resulting from gene mutations and micro-aberrations are preserved for a longer time.

Analysis of the Quality of Parabolic Flight

NASA Technical Reports Server (NTRS)

Lambot, Thomas; Ord, Stephan F.

2016-01-01

Parabolic flights allow researchers to conduct several 20 second micro-gravity experiments in the course of a single day. However, the measurement can have large variations over the course of a single parabola, requiring the knowledge of the actual flight environment as a function of time. The NASA Flight Opportunities program (FO) reviewed the acceleration data of over 400 parabolic flights and investigated the quality of micro-gravity for scientific purposes. It was discovered that a parabolic flight can be segmented into multiple parts of different quality and duration, a fact to be aware of when planning an experiment.

X-15 #3 with test pilot Bill Dana

NASA Technical Reports Server (NTRS)

1967-01-01

NASA research pilot Bill Dana is seen here next to the X-15 #3 (56-6672) rocket-powered aircraft after a flight. William H. Dana is Chief Engineer at NASA's Dryden Flight Research Center, Edwards, California. Formerly an aerospace research pilot at Dryden, Dana flew the F-15 HIDEC research aircraft and the Advanced Fighter Technology Integration/F-16 aircraft. Dana flew the famed X-15 research airplane 16 times, reaching a top speed of 3,897 miles per hour and a peak altitude of 306,900 feet (over 58 miles high). The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio.X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 mounted to B-52 mothership pylon - preparation for an attempt at two X-15 launches in one day

NASA Technical Reports Server (NTRS)

1960-01-01

This photo shows one of the four attempts NASA made at launching two X-15 aircraft in one day. This attempt occurred November 4, 1960. None of the four attempts was successful, although one of the two aircraft involved in each attempt usually made a research flight. In this case, Air Force pilot Robert A. Rushworth flew X-15 #1 on its 16th flight to a speed of Mach 1.95 and an altitude of 48,900 feet. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15A-2 with full-scale ablative coating (pink X-15) in Building 4821

NASA Technical Reports Server (NTRS)

1967-01-01

In June 1967, the X-15A-2 rocket-powered research aircraft received a full-scale ablative coating to protect the craft from the high temperatures associated with hypersonic flight (above Mach 5). This pink eraser-like substance, applied to the X-15A-2 aircraft (56-6671), was then covered with a white sealant coat before flight. This coating would help the #2 aircraft reach the record speed of 4,520 mph (Mach 6.7). The basic X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. However, the X-15A-2 had been elongated to 52 ft 5 in. Like the other two X-15s, it was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15A-2 with full scale ablative coating (pink X-15) on NASA ramp

NASA Technical Reports Server (NTRS)

1967-01-01

In June 1967, the X-15A-2 rocket powered research aircraft received a full-scale ablative coating to protect the craft from the high temperatures associated with supersonic flight. This pink eraser-like substance, applied to the #2 aircraft (56-6671), was then covered with a white sealant coat before flight. This coating would help the #2 aircraft reach the record speed of 4,520 mph (Mach 6.7). The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. However, the X-15A-2 had been elongated to 52 ft 5 in. Like the other two X-15s, it was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of piloted hypersonic flight. Information gained fromthe highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J Adams.

X-15 test pilots - Engle, Rushworth, McKay, Knight, Thompson, and Dana

NASA Technical Reports Server (NTRS)

1966-01-01

The X-15 flight crew, left to right; Air Force Captain Joseph H. Engle, Air Force Major Robert A. Rushworth, NASA pilot John B. 'Jack' McKay, Air Force pilot William J. 'Pete' Knight, NASA pilot Milton O. Thompson, and NASA pilot Bill Dana. of their 125 X-15 flights, 8 were above the 50 miles that constituted the Air Force's definition of the beginning of space (Engle 3, Dana 2, Rushworth, Knight, and McKay one each). NASA used the international definition of space as beginning at 62 miles above the earth. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Installation of X-15 full-scale mock-up at Dryden

NASA Technical Reports Server (NTRS)

1995-01-01

This photo shows workers installing the full-scale mock-up of X-15 #3 at the NASA Dryden Flight Research Center, Edwards, California, in September 1995. The mock-up is now on a pedestal outside the main gate at the center. The original X-15 #3, serial number 56-6672, was destroyed 15 November 1967, in a crash that also fatally injured pilot Maj. Michael J. Adams. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. Parts of the crashed X-15-3, recovered by Peter Merlin and Tony Moore (The X-Hunters) in 1992, are on display at the Air Force Flight Test Center Museum at Edwards. The canopy from the X-15-3, recovered during the original search in 1967, is displayed at the San Diego Aerospace Museum, San Diego, California.

X-15 with test pilot Bill Dana

NASA Technical Reports Server (NTRS)

1966-01-01

NASA research pilot Bill Dana is seen here next to the X-15 #3 rocket-powered aircraft after a flight. William H. Dana is Chief Engineer at NASA's Dryden Flight Research Center, Edwards, California. Formerly an aerospace research pilot at Dryden, Dana flew the F-15 HiDEC research aircraft and the Advanced Fighter Technology Integration/F-16 aircraft. Dana flew the famed X-15 research airplane 16 times, reaching a top speed of 3,897 miles per hour and a peak altitude of 310,000 feet (almost 59 miles high). The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation made 3 X-15 aircraft for the program. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Summary and recommendations for initial exercise prescription

NASA Technical Reports Server (NTRS)

Stewart, Donald F.; Harris, Bernard A., Jr.

1989-01-01

The recommendations summarized herein constitute a basis on which an initial exercise prescription can be formulated. It is noteworthy that any exercise program designed currently would be an approximation. Examination of the existing space-flight data reveals a scarcity of in-flight data on which to rigorously design an exercise program. The relevant experience within the U.S. space program (with regard to long-duration space flight) is limited to the Skylab Program. Lessons learned from Skylab are relevant to the design of a Space Station exercise program, especially with regard to the total length of exercise time required, cardiovascular (CV) deconditioning/reconditioning, and bone loss. Certain observations of the U.S.S.R. exercise activities can also contribute to the formulation of an exercise prescription of Space Station. Reportedly, the U.S.S.R. uses both a bicycle ergometer and a treadmill device on long-duration missions with some degree of success. Using the third crew of Salyut 6, which was a 175-day stay, as a representative mission, the typical time dedicated to exercise varies from 2 to 3 hours per day. In addition, the cosmonauts wear an elasticized suit, called a penquin suit, for time periods ranging from 12 to 16 hours per day. This device provides a load across the axial skeleton against which the wearer must exert himself. Despite these extensive countermeasures, the effects of adaptation are not totally prevented.

Aerodynamic Parameter Estimation for the X-43A (Hyper-X) from Flight Data

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.; Derry, Stephen D.; Smith, Mark S.

2005-01-01

Aerodynamic parameters were estimated based on flight data from the third flight of the X-43A hypersonic research vehicle, also called Hyper-X. Maneuvers were flown using multiple orthogonal phase-optimized sweep inputs applied as simultaneous control surface perturbations at Mach 8, 7, 6, 5, 4, and 3 during the vehicle descent. Aerodynamic parameters, consisting of non-dimensional longitudinal and lateral stability and control derivatives, were estimated from flight data at each Mach number. Multi-step inputs at nearly the same flight conditions were also flown to assess the prediction capability of the identified models. Prediction errors were found to be comparable in magnitude to the modeling errors, which indicates accurate modeling. Aerodynamic parameter estimates were plotted as a function of Mach number, and compared with estimates from the pre-flight aerodynamic database, which was based on wind-tunnel tests and computational fluid dynamics. Agreement between flight estimates and values computed from the aerodynamic database was excellent overall.

Experiment K-6-22. Growth hormone regulation, synthesis and secretion in microgravity. Part 1: Somatotroph physiology. Part 2: Immunohistochemical analysis of hypothalamic hormones. Part 3: Plasma analysis

NASA Technical Reports Server (NTRS)

Grindeland, R.; Vale, W.; Hymer, W.; Sawchenko, P.; Vasques, M.; Krasnov, I.; Kaplanski, A.; Victorov, I.

1990-01-01

The objectives of the 1887 mission were: (1) to determine if the results of the SL-3 pituitary gland experiment (1) were repeatable; and (2) to determine what effect a longer mission would have on the rat pituitary gland growth hormone (GH) system. In the 1887 experiment two issues were considered especially important. First, it was recognized that cells prepared from individual rat pituitary glands should be considered separately so that the data from the 5 glands could be analyzed in a statistically meaningful way. Second, results of the SL-3 flight involving the hollow fiber implant and HPLC GH-variant experiments suggested that the biological activity of the hormone had been negatively affected by flight. The results of the 1887 experiment documented the wisdom of addressing both issues in the protocol. Thus, the reduction in secretory capacity of flight cells during subsequent extended cell culture on Earth was documented statistically, and thereby established the validity of the SL-3 result. The results of both flight experiments thus support the contention that there is a secretory lesion in pituitary GH cells of flight animals. The primary objective of both missions was a clear definition of the effect of spaceflight on the GH cell system. There can no longer be any reasonable doubt that this system is affected in microgravity. One explanation for the reason(s) underlying the better known effects of spaceflight on organisms, viz. changes in bone, muscle and immune systems may very well rest with such changes in bGH. In spite of the fact that rats in the Cosmos 1887 flight were on Earth for two days after flight, the data show that the GH system had still not recovered from the effects of flight. Many questions remain. One of the more important concerns the GRF responsiveness of somatotrophs after flight. This will be tested in an upcoming experiment.

Space Construction Experiment Definition Study (SCEDS), part 1. Volume 2: Study results

NASA Technical Reports Server (NTRS)

1981-01-01

A basic Space Shuttle flight experiment which will provide needed data on the construction of large space systems from the Orbiter was defined. The predicted dynamic behavior of a representative large structure, on-orbit construction operations, and Orbiter control during and after construction were studied. Evolutionary or supplemental flight experiments for the development or augmentation of a basic flight experiment were identified and defined. The study was divided into six major tasks with appropriate sub-tasks noted.

Scientific experiments in the flight of the 1977 biological satellite (draft plan)

NASA Technical Reports Server (NTRS)

1977-01-01

The physiological, biological, radiobiological and radiophysical experiments planned for the 1977 biological satellite are described. The biological experiments will involve rats, higher and lower plants, insects and other biological specimens carried on the biosatellite. The responses of these organisms to weightlessness, artificial gravity, cosmic radiation particles and general flight factors will be studied. The radiophysical experiments will investigate certain properties of cosmic radiation as well as the possibility of creating electrostatic and dielectric radiation shields under actual space-flight conditions.

Skylab

NASA Image and Video Library

1973-01-01

This chart describes the Skylab student experiment, Atmospheric Absorption of Heat, proposed by Joe B. Zmolek of Oshkosh, Wisconsin. This experiment utilized Skylab's Earth Resources Experiment spectrometers to determine the attenuation of radiant energy in the visible and near-infrared spectrums for both densely and sparsely populated areas. In March 1972, NASA and the National Science Teachers Association selected 25 experiment proposals for flight on Skylab. Science advisors from the Marshall Space Flight Center aided and assisted the students in developing the proposals for flight on Skylab.

Design and Predictions for High-Altitude (Low Reynolds Number) Aerodynamic Flight Experiment

NASA Technical Reports Server (NTRS)

Greer, Donald; Harmory, Phil; Krake, Keith; Drela, Mark

2000-01-01

A sailplane being developed at NASA Dryden Flight Research Center will support a high-altitude flight experiment. The experiment will measure the performance parameters or an airfoil at high altitudes (70,000 - 100,000 ft), low Reynolds numbers (2 x 10(exp 5) - 7 x 10(exp 5)), and high subsonic Mach numbers (0.5 and 0.65). The airfoil section lift and drag are determined from pilot and static pressure measurements. The locations of the separation bubble, Tollmien-Schlichting boundary-layer instability frequencies, and vortex shedding are measured from a hot-film strip. The details of the planned flight experiment are presented as well as several predictions of the airfoil performance.

14 CFR 61.1 - Applicability and definitions.

Code of Federal Regulations, 2014 CFR

2014-01-01

....2. Aeronautical experience means pilot time obtained in an aircraft, flight simulator, or flight... from an authorized instructor in an aircraft, flight simulator, or flight training device; or (iii) Gives training as an authorized instructor in an aircraft, flight simulator, or flight training device...

The Peroxide Pathway

NASA Technical Reports Server (NTRS)

McNeal, Curtis I., Jr.; Anderson, William

1999-01-01

NASA's current focus on technology roadmaps as a tool for guiding investment decisions leads naturally to a discussion of NASA's roadmap for peroxide propulsion system development. NASA's new Second Generation Space Transportation System roadmap calls for an integrated Reusable Upper-Stage (RUS) engine technology demonstration in the FY03/FY04 time period. Preceding this integrated demonstration are several years of component developments and subsystem technology demonstrations. NASA and the Air Force took the first steps at developing focused upper stage technologies with the initiation of the Upper Stage Flight Experiment with Orbital Sciences in December 1997. A review of this program's peroxide propulsion development is a useful first step in establishing the peroxide propulsion pathway that could lead to a RUS demonstration in 2004.

A spaceborne optical interferometer: The JPL CSI mission focus

NASA Astrophysics Data System (ADS)

Laskin, R. A.

1989-08-01

The JPL Control Structure Interaction (CSI) program is part of the larger NASA-wide CSI program. Within this larger context, the JPL CSI program will emphasize technology for systems that demand micron or sub-micron level control, so-called Micro-Precision Controlled Structures (u-PCS). The development of such technology will make it practical to fly missions with large optical or large precision antenna systems. In keeping with the focused nature of the desired technology, the JPL approach is to identify a focus mission, develop the focus mission CSI system design to a preliminary level, and then use this design to drive out requirements for CSI technology development in the design and analysis, ground test bed, and flight experiment areas.

The Western Aeronautical Test Range. Chapter 10 Tools

NASA Technical Reports Server (NTRS)

Knudtson, Kevin; Park, Alice; Downing, Robert; Sheldon, Jack; Harvey, Robert; Norcross, April

2011-01-01

The Western Aeronautical Test Range (WATR) staff at the NASA Dryden Flight Research Center is developing a translation software called Chapter 10 Tools in response to challenges posed by post-flight processing data files originating from various on-board digital recorders that follow the Range Commanders Council Inter-Range Instrumentation Group (IRIG) 106 Chapter 10 Digital Recording Standard but use differing interpretations of the Standard. The software will read the date files regardless of the vendor implementation of the source recorder, displaying data, identifying and correcting errors, and producing a data file that can be successfully processed post-flight

Flight Awareness Collaboration Tool Development

NASA Technical Reports Server (NTRS)

Mogford, Richard

2016-01-01

This is a PowerPoint presentation covering airline operations center (AOC) research. It reviews a dispatcher decision support tool called the Flight Awareness Collaboration Tool (FACT). FACT gathers information about winter weather onto one screen and includes predictive abilities. FACT should prove to be useful for airline dispatchers and airport personnel when they manage winter storms and their effect on air traffic. This material is very similar to other previously approved presentations.

Soviet experiments aimed at investigating the influence of space flight factors on the physiology of animals and man.

PubMed

Parin, V V; Gazenko, O G

1963-01-01

Results are given of biological experiments on space ship-satellites II, III, IV and V, and of scientific investigations made during the flights of Cosmonauts Gagarin and Titov aboard space ships Vostok I and Vostok II. Physiological reactions to the action of the flight stress-factors are not of a pathological character. In the post-flight period no alterations in health conditions of either cosmonauts or animals were observed. At the same time some peculiarities which were revealed while analyzing physiological reactions and a number of biological indices require further investigations. The most important tasks remaining are to study the influence of protracted weightlessness, of the biological action of space radiation, of the action of acceleration stresses after prolonged stay under zero-gravity conditions and also to analyze the influence on the organism of the whole combination of spaceflight factors, including emotional strain. In the Soviet Union, a great number of biological experiments have been conducted with a view to elucidating the action of space flight factors on living organisms and the design of systems necessary to ensure healthy activity during flight aboard rocket space vehicles. The first flight experiments with animals were conducted by means of geophysical rockets. The next step in this direction was made by the launching of Sputnik II in 1957 and by experiments on space ship-satellites in 1960-61. The main purpose of flight and laboratory investigations was to obtain the objective scientific criteria essential for ensuring the safety of manned space flight.

Thermal control surfaces experiment: Initial flight data analysis

NASA Technical Reports Server (NTRS)

Wilkes, Donald R.; Hummer, Leigh L.

1991-01-01

The behavior of materials in the space environment continues to be a limiting technology for spacecraft and experiments. The thermal control surfaces experiment (TCSE) aboard the Long Duration Exposure Facility (LDEF) is the most comprehensive experiment flown to study the effects of the space environment on thermal control surfaces. Selected thermal control surfaces were exposed to the LDEF orbital environment and the effects of this exposure were measured. The TCSE combined in-space orbital measurements with pre and post-flight analyses of flight materials to determine the effects of long term space exposure. The TCSE experiment objective, method, and measurements are described along with the results of the initial materials analysis. The TCSE flight system and its excellent performance on the LDEF mission is described. A few operational anomalies were encountered and are discussed.

US monkey and rat experiments flown on the Soviet Satellite Cosmos 1514

NASA Technical Reports Server (NTRS)

Mains, R. C. (Editor); Gomersall, E. W. (Editor)

1986-01-01

On December 14, 1983, the U.S.S.R. launched Cosmos 1514, an unmanned spacecraft carrying biological and radiation physics experiments from nine countries, including five from the United States. This was the fourth flight with U.S. experiments aboard one of the Soviet unmanned spacecraft. The Cosmos 1514 flight was limited to five days duration because it was the first nonhuman primate flight. Cosmos 1514 marked a significant departure from earlier flights both in terms of Soviet goals and the degree of cooperation between the U.S.S.R. and the United States. This flight included more than 60 experiments on fish, crawfish eggs, plants and seeds, 10 Wistar pregnant rats, and 2 young adult rhesus monkeys as human surrogates. United States specialist participated in postflight data transfer and specimen transfer, and conducted rat neonatal behavioral studies. An overview of the mission is presented focusing on preflight, on-orbit, and postflight activites pertinent to the five U.S. experiments aboard Cosmos.

Effect of video-game experience and position of flight stick controller on simulated-flight performance.

PubMed

Cho, Bo-Keun; Aghazadeh, Fereydoun; Al-Qaisi, Saif

2012-01-01

The purpose of this study was to determine the effects of video-game experience and flight-stick position on flying performance. The study divided participants into 2 groups; center- and side-stick groups, which were further divided into high and low level of video-game experience subgroups. The experiment consisted of 7 sessions of simulated flying, and in the last session, the flight stick controller was switched to the other position. Flight performance was measured in terms of the deviation of heading, altitude, and airspeed from their respective requirements. Participants with high experience in video games performed significantly better (p < .001) than the low-experienced group. Also, participants performed significantly better (p < .001) with the center-stick than the side-stick. When the side-stick controller was switched to the center-stick position, performance scores continued to increase (0.78 %). However, after switching from a center- to a side-stick controller, performance scores decreased (4.8%).

The MISSE 7 Flexural Stress Effects Experiment After 1.5 Years of Wake Space Exposure

NASA Technical Reports Server (NTRS)

Snow, Kate E.; De Groh, Kim K.; Banks, Bruce A.

2017-01-01

Low Earth orbit space environment conditions, including ultraviolet radiation, thermal cycling, and atomic oxygen exposure, can cause degradation of exterior spacecraft materials over time. Radiation and thermal exposure often results in bond- breaking and embrittlement of polymers, reducing mechanical strength and structural integrity. An experiment called the Flexural Stress Effects Experiment (FSEE) was flown with the objective of determining the role of space environmental exposure on the degradation of polymers under flexural stress. The FSEE samples were flown in the wake orientation on the exterior of International Space Station for 1.5 years. Twenty-four samples were flown: 12 bent over a 0.375 in. mandrel and 12 were over a 0.25 in. mandrel. This was designed to simulate flight configurations of insulation blankets on spacecraft. The samples consisted of assorted polyimide and fluorinated polymers with various coatings. Half the samples were designated for bend testing and the other half will be tensile tested. A non-standard bend-test procedure was designed to determine the surface strain at which embrittled polymers crack. All ten samples designated for bend testing have been tested. None of the control samples' polymers cracked, even under surface strains up to 19.7%, although one coating cracked. Of the ten flight samples tested, seven show increased embrittlement through bend-test induced cracking at surface strains from 0.70%to 11.73%. These results show that most of the tested polymers are embrittled due to space exposure, when compared to their control samples. Determination of the extent of space induced embrittlement of polymers is important for designing durable spacecraft.

Bisphosphonates as a Countermeasure to Space Flight Induced Bone Loss

NASA Technical Reports Server (NTRS)

LeBlanc, A.; Matsumoto, T.; Jones, J.; Shapiro, J.; Lang, T.; Shackelford, L.; Smith, S.; Evans, H.; Spector, E.; Ploutz-Snyder, R.;

Experiment 305: Pathophysiology of Mineral Loss During Space Flight

NASA Technical Reports Server (NTRS)

Arnaud, Claude D.; Cann, Christopher E.

1995-01-01

The objective of this SLS-2 experiment was to determine the pathophysiology of mineral loss during space flight. This was to be accomplished by (1) determining the concentrations of blood minerals and of calciotropic hormones (parathyroid hormone-PTH, vitamin D metabolites) before, during, and after a 14 day shuttle flight, and (2) determining, by calcium kinetic analysis (using stable calcium isotopes), the influence of space flight on intestinal calcium absorption .

Pilot control through the TAFCOS automatic flight control system

NASA Technical Reports Server (NTRS)

Wehrend, W. R., Jr.

1979-01-01

The set of flight control logic used in a recently completed flight test program to evaluate the total automatic flight control system (TAFCOS) with the controller operating in a fully automatic mode, was used to perform an unmanned simulation on an IBM 360 computer in which the TAFCOS concept was extended to provide a multilevel pilot interface. A pilot TAFCOS interface for direct pilot control by use of a velocity-control-wheel-steering mode was defined as well as a means for calling up conventional autopilot modes. It is concluded that the TAFCOS structure is easily adaptable to the addition of a pilot control through a stick-wheel-throttle control similar to conventional airplane controls. Conventional autopilot modes, such as airspeed-hold, altitude-hold, heading-hold, and flight path angle-hold, can also be included.

Skylab

NASA Image and Video Library

1973-01-01

This chart describes the Skylab student experiment Objects Within Mercury's Orbit, proposed by Daniel C. Bochsler of Silverton, Oregon. This experiment utilized Skylab's White Light Coronagraph telescope to identify any objects orbiting the Sun within the orbit of Mercury. In March 1972, NASA and the National Science Teachers Association selected 25 experiment proposals for flight on Skylab. Science advisors from the Marshall Space Flight Center aided and assisted the students in developing the proposals for flight on Skylab.

Skylab

NASA Image and Video Library

1973-01-01

This chart describes the Skylab student experiment X-Rays from Jupiter, proposed by Jearne Leventhal of Berkeley, California. This experiment was an investigation to detect x-rays from the planet Jupiter and determine any correlation with solar flare activity. In March 1972, NASA and the National Science Teachers Association selected 25 experiment proposals for flight on Skylab. Science advisors from the Marshall Space Flight Center aided and assisted the students in developing the proposals for flight on Skylab.

MUZO flight experience with the programmable multizone furnace

NASA Technical Reports Server (NTRS)

Lockowandt, Christian; Loth, Kenneth

1993-01-01

The Multi-Zone (MUZO) furnace has been developed for growing germanium (Ge) crystals under microgravity in a Get Away Special (GAS) payload. The MUZO furnace was launched with STS-47 Endeavour in September 1992. The payload worked as planned during the flight and a Ge sample was successfully processed. The experiment has given valuable scientific information. The design and functionality of the payload together with flight experience is reported.

Latex samples for RAMSES electrophoresis experiment on IML 2

NASA Technical Reports Server (NTRS)

Seaman, Geoffrey V. F.; Knox, Robert J.

1994-01-01

The objectives of these reported studies were to provide ground based support services for the flight experiment team for the RAMSES experiment to be flown aboard IML-2. The specific areas of support included consultation on the performance of particle based electrophoresis studies, development of methods for the preparation of suitable samples for the flight hardware, the screening of particles to obtain suitable candidates for the flight experiment, and the electrophoretic characterization of sample particle preparations. The first phases of these studies were performed under this contract, while the follow on work was performed under grant number NAG8 1081, 'Preparation and Characterization of Latex Samples for RAMSES Experiment on IML 2.' During this first phase of the experiment the following benchmarks were achieved: Methods were tested for the concentration and resuspension of latex samples in the greater than 0.4 micron diameter range to provide moderately high solids content samples free of particle aggregation which interferred with the normal functioning of the RAMSES hardware. Various candidate latex preparations were screened and two candidate types of latex were identified for use in the flight experiments, carboxylate modified latex (CML) and acrylic acid-acrylamide modified latex (AAM). These latexes have relatively hydrophilic surfaces, are not prone to aggregate, and display sufficiently low electrophoretic mobilities in the flight buffer so that they can be used to make mixtures to test the resolving power of the flight hardware.

SLS-2 involvement

NASA Technical Reports Server (NTRS)

Sonnenfeld, Gerald

1995-01-01

The purpose of this study is to support Russian space flight experiments carried out on rats flown aboard Space Shuttle Mission SLS-2. The Russian experiments were designed to determine the effects of space flight on immunological parameters. The Russian experiment included the first in-flight dissection of rodents that allowed the determination of kinetics of when space flight affected immune responses. The support given the Russians by this laboratory was to carry out assays for immunologically important cytokines that could not readily be carried out in their home laboratories. These included essays of interleukin-1, interleukin-6, interferon-gamma and possibly other cytokines.

Vapor Compression Distillation Flight Experiment

NASA Technical Reports Server (NTRS)

Hutchens, Cindy F.

2002-01-01

One of the major requirements associated with operating the International Space Station is the transportation -- space shuttle and Russian Progress spacecraft launches - necessary to re-supply station crews with food and water. The Vapor Compression Distillation (VCD) Flight Experiment, managed by NASA's Marshall Space Flight Center in Huntsville, Ala., is a full-scale demonstration of technology being developed to recycle crewmember urine and wastewater aboard the International Space Station and thereby reduce the amount of water that must be re-supplied. Based on results of the VCD Flight Experiment, an operational urine processor will be installed in Node 3 of the space station in 2005.

Flight Development for Cryogenic Fluid Management in Support of Exploration Missions

NASA Technical Reports Server (NTRS)

Chato, David J.

2006-01-01

This paper describes the results of the "Experimentation for the Maturation of Deep Space Cryogenic Refueling Technology" study. The purposes of this study were to identify cryogenic fluids management technologies requiring low gravity flight experiments to bring to technology readiness level (TRL) 5-6; to study many possible flight experiment options; and to develop near-term low-cost flight experiment concepts to mature core technologies of refueling. A total of twenty-five white papers were prepared in the course of this study. Each white paper is briefly summarized and relevant references cited. A total of 90 references are cited.

Telescience operations with the solar array module plasma interaction experiment

NASA Technical Reports Server (NTRS)

Wald, Lawrence W.; Bibyk, Irene K.

1995-01-01

The Solar Array Module Plasma Interactions Experiment (SAMPIE) is a flight experiment that flew on the Space Shuttle Columbia (STS-62) in March 1994, as part of the OAST-2 mission. The overall objective of SAMPIE was to determine the adverse environmental interactions within the space plasma of low earth orbit (LEO) on modern solar cells and space power system materials which are artificially biased to high positive and negative direct current (DC) voltages. The two environmental interactions of interest included high voltage arcing from the samples to the space plasma and parasitic current losses. High voltage arcing can cause physical damage to power system materials and shorten expected hardware life. parasitic current losses can reduce power system efficiency because electric currents generated in a power system drain into the surrounding plasma via parasitic resistance. The flight electronics included two programmable high voltage DC power supplies to bias the experiment samples, instruments to measure the surrounding plasma environment in the STS cargo bay, and the on-board data acquisition system (DAS). The DAS provided in-flight experiment control, data storage, and communications through the Goddard Space Flight Center (GSFC) Hitchhiker flight avionics to the GSFC Payload Operations Control Center (POCC). The DAS and the SAMPIE POCC computer systems were designed for telescience operations; this paper will focus on the experiences of the SAMPIE team regarding telescience development and operations from the GSFC POCC during STS-62. The SAMPIE conceptual development, hardware design, and system verification testing were accomplished at the NASA Lewis Research Center (LeRC). SAMPIE was developed under the In-Space Technology Experiment Program (IN-STEP), which sponsors NASA, industry, and university flight experiments designed to enable and enhance space flight technology. The IN-STEP Program is sponsored by the Office of Space Access and Technology (OSAT).

The failure analysis, redesign, and final preparation of the Brilliant Eyes Thermal Storage Unit for flight testing

NASA Astrophysics Data System (ADS)

Lamkin, T.; Whitney, Brian

1995-09-01

This paper describes the engineering thought process behind the failure analysis, redesign, and rework of the flight hardware for the Brilliant Eyes Thermal Storage Unit (BETSU) experiment. This experiment was designed to study the zero-g performance of 2-methylpentane as a suitable phase change material. This hydrocarbon served as the cryogenic storage medium for the BETSU experiment which was flown 04 Mar 94 on board Shuttle STS-62. Ground testing had indicated satisfactory performance of the BETSU at the 120 Kelvin design temperature. However, questions remained as to the micro-gravity performance of this unit; potential deviations in ground (1 g) versus space flight (0 g) performance, and how the unit would operate in a realistic space environment undergoing cyclical operation. The preparations and rework performed on the BETSU unit, which failed initial flight qualification, give insight and lessons learned to successfully develop and qualify a space flight experiment.

Shefex -a Low Cost Highly Efficient Flight Experiment

NASA Astrophysics Data System (ADS)

Longo, J. M. A.

2005-02-01

The SHarp Edge Flight EXperiment, SHEFEX is aimed to investigate the behavior and the possibilities of an improved shape for aerospace vehicles considering sharp edges and facetted surfaces. It is a basic in-flight experimentation research on hypersonic technologies for future launcher vehicles but not a re-entry experiment, being performed under responsibility of the German Aerospace Center (DLR). Here it is briefly described the overall philosophy of the project, schedule for flight on top of a sounding rocket in the first half of 2005. The approaches adopted on each of the involved disciplines, i.e. mission system and launcher; aerodynamics, aerothermodynamics and in-flight measurement techniques; structure and thermal protection systems, including the passenger experiments are also discussed. The paper is aimed to show that the approach here proposed is an economical way to acquire important knowledge in the physics of the hypersonic flow.

STS-70 Post Flight Presentation

NASA Technical Reports Server (NTRS)

Peterson, Glen (Editor)

1995-01-01

In this post-flight overview, the flight crew of the STS-70 mission, Tom Henricks (Cmdr.), Kevin Kregel (Pilot), Major Nancy Currie (MS), Dr. Mary Ellen Weber (MS), and Dr. Don Thomas (MS), discuss their mission and accompanying experiments. Pre-flight, launch, and orbital footage is followed by the in-orbit deployment of the Tracking and Data Relay Satellite (TDRS) and a discussion of the following spaceborne experiments: a microgravity bioreactor experiment to grow 3D body-like tissue; pregnant rat muscular changes in microgravity; embryonic development in microgravity; Shuttle Amateur Radio Experiment (SAREX); terrain surface imagery using the HERCULES camera; and a range of other physiological tests, including an eye and vision test. Views of Earth include: tropical storm Chantal; the Nile River and Red Sea; lightning over Brazil. A three planet view (Earth, Mars, and Venus) was taken right before sunrise. The end footage shows shuttle pre-landing checkout, entry, and landing, along with a slide presentation of the flight.