Study of the Light Utility Helicopter (LUH) Acquisition Program as a Model for Defense Acquisition of Nondevelopmental Items

DTIC Science & Technology

2014-12-01

Local Economic Impact of UH-72A Manufacture ................42  viii e.  EADS’ (Now Airbus Group’s) Suppliers and Subcontractors...Headquarters, Department of the Army IFR instrument flight rules IOTE initial operational test and evaluation IR infrared KO contracting officer kt...instrument flight rules ( IFR ) and visual flight rules (VFR) capabilities, thereby allowing flight at night and under low visibility weather

KSC-07pd0921

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- After a test flight of the Starfighter F-104, Jim Ball, KSC Spaceport Development manager, addresses the media. Behind him are Pilot Rick Svetkoff; Al Wassel, a representative from the FAA Office of Commercial Space; and Bill Parsons, director of Kennedy Space Center. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

KSC-07pd0922

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- After a test flight of the Starfighter F-104, Pilot Rick Svetkoff addresses the media on the KSC Shuttle Landing Facility. Behind him are Al Wassel (left), a representative from the FAA Office of Commercial Space, and (right) Bill Parsons, director of Kennedy Space Center. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

Photographic copy of floor plans for Bachelor Officers' Quarters (Tl) ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of floor plans for Bachelor Officers' Quarters (T-l) known as the "Desert Rat Hotel" in the early days of the Muroc Flight Test Base (North Base). The plans show the layout of quarters, lavatories, mess as well as, the cooling system installation. Contract W-509-Eng 2937, Military Construction; Muroc Bombing Range, Muroc Lake, Calif; Materiel Test Site, Officers Quarters, Evaporative Coolers, Sheet 5 of 11, May 1942. Reproduced from the holdings of the National Archives, Pacific Southwest Region - Edwards Air Force Base, North Base, Bachelor Officers' Quarters T-1, Second & C Streets, Boron, Kern County, CA

Executive Summary of Propulsion on the Orion Abort Flight-Test Vehicles

NASA Technical Reports Server (NTRS)

Jones, Daniel S.; Brooks, Syri J.; Barnes, Marvin W.; McCauley, Rachel J.; Wall, Terry M.; Reed, Brian D.; Duncan, C. Miguel

2012-01-01

The National Aeronautics and Space Administration Orion Flight Test Office was tasked with conducting a series of flight tests in several launch abort scenarios to certify that the Orion Launch Abort System is capable of delivering astronauts aboard the Orion Crew Module to a safe environment, away from a failed booster. The first of this series was the Orion Pad Abort 1 Flight-Test Vehicle, which was successfully flown on May 6, 2010 at the White Sands Missile Range in New Mexico. This report provides a brief overview of the three propulsive subsystems used on the Pad Abort 1 Flight-Test Vehicle. An overview of the propulsive systems originally planned for future flight-test vehicles is also provided, which also includes the cold gas Reaction Control System within the Crew Module, and the Peacekeeper first stage rocket motor encased within the Abort Test Booster aeroshell. Although the Constellation program has been cancelled and the operational role of the Orion spacecraft has significantly evolved, lessons learned from Pad Abort 1 and the other flight-test vehicles could certainly contribute to the vehicle architecture of many future human-rated space launch vehicles

Research pilots at NASA Dryden tested a prototype helmet during the summer and fall of 2002. The obj

NASA Technical Reports Server (NTRS)

2002-01-01

Research pilots from the NASA Dryden Flight Research Center, Edwards, Calif., tested a prototype two-part helmet. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

KSC-2013-2925

NASA Image and Video Library

2013-06-27

CAPE CANAVERAL, Fla. – Inside the Operations and Checkout Building high bay at NASA’s Kennedy Space Center in Florida, members of the media receive an on activities in NASA’s Ground Systems Development and Operations, or GSDO, Program, Space Launch System and Orion crew module for Exploration Test Flight 1. Speaking to the media is Larry Price, Lockheed Martin deputy program manager for Orion. In the background, from left are Scott Wilson, manager of Orion Production Operations at Kennedy Jeremy Parsons, chief of the GSDO Operations Integration Office at Kennedy Tom Erdman, from Marshall Space Flight Center’s Kennedy resident office and Jules Schneider, Lockheed Martin manager of Orion Production Operations. Orion is the exploration spacecraft designed to carry crews to space beyond low Earth orbit. It will provide emergency abort capability, sustain the crew during the space travel and provide safe re-entry from deep space return velocities. Orion’s first unpiloted test flight is scheduled to launch in 2014 atop a Delta IV rocket. A second uncrewed flight test is scheduled for 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Jim Grossmann

6. Photographic copy of architectural elevations for Officers' Quarters "A" ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Photographic copy of architectural elevations for Officers' Quarters "A" & "B": Taylor & Barnes, Architects & Engineers, 803 W. Third Street, Los Angeles California, O.C.E. Office of Civil Engineer Job No. Muroc ESA 210-48 and 210-49, Military Construction: Muroc Flight Test Base, Muroc, California, Warehouses and Additional Housing for Officers: Officers Quarters, Elevations & Details, Sheet No. 13 of 16, May 1945. Reproduced from the holdings of the National Archives, Pacific Southwest Region - Edwards Air Force Base, North Base, Officers' Quarters A, North Base Road, Boron, Kern County, CA

KSC-2009-5953

NASA Image and Video Library

2009-10-28

CAPE CANAVERAL, Fla. - At NASA's Kennedy Space Center in Florida, members of the news media attend a post-launch news conference in the Press Site auditorium following the successful launch of the Ares I-X test rocket at 11:30 a.m. EDT Oct. 28. Onstage, from left, are moderator George Diller, NASA Public Affairs officer; Doug Cooke, associate administrator for NASA's Exploration Systems Mission Directorate; Jeff Hanley, Constellation Program manager; Bob Ess, mission manager for the Ares I-X flight test; and Edward Mango, launch director for the Ares I-X flight test. For more information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-07pd0920

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- After a test flight of the Starfighter F-104, Al Wassel, a representative from the FAA Office of Commercial Space, addresses the media on the KSC Shuttle Landing Facility. At left is the F-104 pilot, Rick Svetkoff. At right is Bill Parsons, director of Kennedy Space Center. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

KSC-07pd0919

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- Bill Parsons, director of Kennedy Space Center, addresses the media at the KSC Shuttle Landing Facility after a test flight of the Starfighter F-104. Behind Parsons, at left, is the pilot Rick Svetkoff. At right is Al Wassel, a representative from the FAA Office of Commercial Space. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

30. SKETCH OF THE PROPOSED TEST STAND FOR THE ORDNANCE ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

30. SKETCH OF THE PROPOSED TEST STAND FOR THE ORDNANCE GUIDED MISSILE CENTER AT REDSTONE ARSENAL (PRE-DATING NASA). JUNE, 1951, HANS LUEHRSEN COLLECTION, MSFC MASTER PLANNING OFFICE. - Marshall Space Flight Center, Saturn Propulsion & Structural Test Facility, East Test Area, Huntsville, Madison County, AL

Recreational Pilot Practical Test Standards for Airplane, Rotorcraft

DOT National Transportation Integrated Search

1989-04-01

The Aviation Standards National Field Office of the FAA has : developed this book to be used as a standard by FAA inspectors : and designated pilot examiners when conducting recreational pilot : airmen practical tests. Flight instructors are expected...

Two Dual Ion Spectrometer Flight Units of the Fast Plasma Instrument Suite (FPI) for the Magnetospheric Multiscale Mission (MMS)

NASA Technical Reports Server (NTRS)

Adams, Mitzi

2014-01-01

Two Dual Ion Spectrometer flight units of the Fast Plasma Instrument Suite (FPI) for the Magnetospheric Multiscale Mission (MMS) have returned to MSFC for flight testing. Anticipated to begin on June 30, tests will ensue in the Low Energy Electron and Ion Facility of the Heliophysics and Planetary Science Office (ZP13), managed by Dr. Victoria Coffey of the Natural Environments Branch of the Engineering Directorate (EV44). The MMS mission consists of four identical spacecraft, whose purpose is to study magnetic reconnection in the boundary regions of Earth's magnetosphere.

Propulsion Control and Health Management (PCHM) Technology for Flight Test on the C-17 T-1 Aircraft

NASA Technical Reports Server (NTRS)

Simon, Donald L.; Garg, Sanjay; Venti, Michael

2004-01-01

The C-I 7 T-l Globemaster III is an Air Force flight research vehicle located at Edwards Air Force Base. NASA Dryden and the C-17 System Program Office have entered into a Memorandum of Agreement to permit NASA the use of the C-I 7 T-I to conduct flight research on a mutually coordinated schedule. The C-17 Propulsion Control and Health Management (PCHM) Working Group was formed in order to foster discussion and coordinate planning amongst the various government agencies conducting PCHM research with a potential need for flight testing, and to communicate to the PCHM community the capabilities of the C-17 T-l aircraft to support such flight testing. This paper documents the output of this Working Group, including a summary of the candidate PCHM technologies identified and their associated benefits relative to NASA goals and objectives.

5. Photographic copy of architectural floor plans for Officers' Quarters ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. Photographic copy of architectural floor plans for Officers' Quarters "A" & "B": Taylor & Barnes, Architects & Engineers, 803 W. Third Street, Los Angeles California, O.C.E. Office of Civil Engineer Job No. Muroc ESA 210-48 and 210-49, Military Construction: Muroc Flight Test Base, Muroc, California, Warehouses and Additional Housing for Officers: Officers Quarters, Floor Plan, Foundation Plan & Details, Sheet No. 12 of 16, May 1945. Reproduced from the holdings of the National Archives, Pacific Southwest Region - Edwards Air Force Base, North Base, Officers' Quarters A, North Base Road, Boron, Kern County, CA

Flight and Integrated Vehicle Testing: Laying the Groundwork for the Next Generation of Space Exploration Launch Vehicles

NASA Technical Reports Server (NTRS)

Taylor, J. L.; Cockrell, C. E.

2009-01-01

Integrated vehicle testing will be critical to ensuring proper vehicle integration of the Ares I crew launch vehicle and Ares V cargo launch vehicle. The Ares Projects, based at Marshall Space Flight Center in Alabama, created the Flight and Integrated Test Office (FITO) as a separate team to ensure that testing is an integral part of the vehicle development process. As its name indicates, FITO is responsible for managing flight testing for the Ares vehicles. FITO personnel are well on the way toward assembling and flying the first flight test vehicle of Ares I, the Ares I-X. This suborbital development flight will evaluate the performance of Ares I from liftoff to first stage separation, testing flight control algorithms, vehicle roll control, separation and recovery systems, and ground operations. Ares I-X is now scheduled to fly in summer 2009. The follow-on flight, Ares I-Y, will test a full five-segment first stage booster and will include cryogenic propellants in the upper stage, an upper stage engine simulator, and an active launch abort system. The following flight, Orion 1, will be the first flight of an active upper stage and upper stage engine, as well as the first uncrewed flight of an Orion spacecraft into orbit. The Ares Projects are using an incremental buildup of flight capabilities prior to the first operational crewed flight of Ares I and the Orion crew exploration vehicle in 2015. In addition to flight testing, the FITO team will be responsible for conducting hardware, software, and ground vibration tests of the integrated launch vehicle. These efforts will include verifying hardware, software, and ground handling interfaces. Through flight and integrated testing, the Ares Projects will identify and mitigate risks early as the United States prepares to take its next giant leaps to the Moon and beyond.

B-737 flight test of curved-path and steep-angle approaches using MLS guidance

NASA Technical Reports Server (NTRS)

Branstetter, J. R.; White, W. F.

1989-01-01

A series of flight tests were conducted to collect data for jet transport aircraft flying curved-path and steep-angle approaches using Microwave Landing System (MLS) guidance. During the test, 432 approaches comprising seven different curved-paths and four glidepath angles varying from 3 to 4 degrees were flown in NASA Langley's Boeing 737 aircraft (Transport Systems Research Vehicle) using an MLS ground station at the NASA Wallops Flight Facility. Subject pilots from Piedmont Airlines flew the approaches using conventional cockpit instrumentation (flight director and Horizontal Situation Indicator (HSI). The data collected will be used by FAA procedures specialists to develop standards and criteria for designing MLS terminal approach procedures (TERPS). The use of flight simulation techniques greatly aided the preliminary stages of approach development work and saved a significant amount of costly flight time. This report is intended to complement a data report to be issued by the FAA Office of Aviation Standards which will contain all detailed data analysis and statistics.

Research pilots at NASA Dryden tested a prototype helmet during the summer and fall of 2002. The objective was to obtain data on fit, comfort and functionality.

NASA Image and Video Library

2002-08-07

Research pilots from the NASA Dryden Flight Research Center, Edwards, Calif., tested a prototype two-part helmet. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

4. PROPOSED C1 ASSEMBLY AND TESTING FACILITIES FOR THE ORDINANCE ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

4. PROPOSED C-1 ASSEMBLY AND TESTING FACILITIES FOR THE ORDINANCE GUIDED MISSILE CENTER AT REDSTONE ARSENAL, NEAR THE SOUTH END OF MADKIN MOUNTAIN. OCTOBER 1950, HANNES LUEHRSEN COLLECTION, MSFC MASTER PLANNING OFFICE. - Marshall Space Flight Center, East Test Area, Dodd Road, Huntsville, Madison County, AL

The effects of expressivity and flight task on cockpit communication and resource management

NASA Technical Reports Server (NTRS)

Jensen, R. S.

1986-01-01

The results of an investigation to develop a methodology for evaluating crew communication behavior on the flight deck and a flight simulator experiment to test the effects of crew member expressivity, as measured by the Personal Attributes Questionnarie, and flight task on crew communication and flight performance are discussed. A methodology for coding and assessing flight crew communication behavior as well as a model for predicting that behavior is advanced. Although not enough crews were found to provide valid statistical tests, the results of the study tend to indicate that crews in which the captain has high expressivity perform better than those whose captain is low in expressivity. There appears to be a strong interaction between captains and first officers along the level of command dimension of communication. The PAQ appears to identify those pilots who offer disagreements and inititate new subjects for discussion.

Flight Qualification of the NASA's Super Pressure Balloon

NASA Astrophysics Data System (ADS)

Cathey, Henry; Said, Magdi; Fairbrother, Debora

Designs of new balloons to support space science require a number of actual flights under various flight conditions to qualify them to as standard balloon flight offerings to the science community. Development of the new Super Pressure Balloon for the National Aeronautics and Space Administration’s Balloon Program Office has entailed employing new design, analysis, and production techniques to advance the state of the art. Some of these advances have been evolutionary steps and some have been revolutionary steps requiring a maturing understanding of the materials, designs, and manufacturing approaches. The NASA Super Pressure Balloon development end goal is to produce a flight vehicle that is qualified to carry a ton of science instrumentation, at an altitude greater than 33 km while maintaining a near constant pressure altitude for extended periods of up to 100 days, and at any latitude on the globe. The NASA’s Balloon Program Office has pursued this development in a carefully executed incremental approach by gradually increasing payload carrying capability and increasing balloon volume to reach these end goal. A very successful test flight of a ~200,700 m3 balloon was launch in late 2008 from Antarctica. This balloon flew for over 54 days at a constant altitude and circled the Antarctic continent almost three times. A larger balloon was flown from Antarctica in early 2011. This ~422,400 m3 flew at a constant altitude for 22 days making one circuit around Antarctica. Although the performance was nominal, the flight was terminated via command to recover high valued assets from the payload. The balloon designed to reach the program goals is a ~532,200 m3 pumpkin shaped Super Pressure Balloon. A test flight of this balloon was launched from the Swedish Space Corporation’s Esrange Balloon Launch Facilities near Kiruna, Sweden on 14 August, 2012. This flight was another success for this development program. Valuable information was gained from this short test flight by successfully demonstrated balloon vehicle performance, obtained a large amount of videos, measured balloon differential pressure, obtained temperature and altitude data, assessed structure strength through pressurization, and demonstrated the balloon vehicles altitude stability. This flight was the first of several to qualify this design for the science community. Results of the most recent flights will be presented. Some of the related material characterization testing which is vital to the balloon design development for the balloon will also be presented. Additionally, this paper will provide a current overview of the development and qualification approach pursued for the NASA’s Super Pressure Balloon. Future plans and goals of future test flights will also be presented. This will include the projected balloon volumes, payload capabilities, test flight locations, and proposed flight schedule.

3. Photographic copy of architectural site plans for Officers' Quarters ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. Photographic copy of architectural site plans for Officers' Quarters "A" & "B" and Warehouses "A" & "B": Taylor & Barnes, Architects & Engineers, 803 W. Third Street, Los Angeles California, O.C.E. Office of Civil Engineer Job No. Muroc ESA 210-48 and 210-49, Military Construction: Muroc Flight Test Base, Muroc, California, Warehouses and Additional Housing for Officers: Location Plan, Grading & Paving, Sheet No. 2 of 16, May 1945. Reproduced from the holdings of the National Archives, Pacific Southwest Region - Edwards Air Force Base, North Base, Officers' Quarters A, North Base Road, Boron, Kern County, CA

Government Competitive Test Utility Tactical Transport Aircraft System (UTTAS). Sikorsky YUH-60A Helicopter

DTIC Science & Technology

1976-11-01

Box 209, St. Louis, Missouri 63166. UNITED STATES ARMY AVIATION ENGINEERING FLIGHT ACTIVITY EDWARDS AIR FORCE BASE, CALIFORNIA 93523 81 9 18 0 8,L...ELEMENT. PROJECT. TASKAR EA A WORK UNIT "UMBERS US ARMY AVIATION ENGINEERING FLIGHT ACTIV IU EDWARDS AIR FORCE BASE. CALIFORNIA 93523 68-T-UA022-0-68-EC...It. CONTROLLI~NG OFFICE NAME AND ADDRESS 12. REPORT DATE US ARMY AVIATION ENGINEERING FLIGHT ACTIVITY NOVEMBER 1976 EDWARDS AIR FORCE BASE

Engineers and technicians in the control room at the Dryden Flight Research Center must constantly monitor critical operations and checks during research projects like NASA's hypersonic X-43A

NASA Image and Video Library

2004-01-24

Engineers and technicians in the control room at the Dryden Flight Research Center must constantly monitor critical operations and checks during research projects like NASA's hypersonic X-43A. Visible in the photo, taken two days before the X-43's captive carry flight in January 2004, are [foreground to background]; Tony Kawano (Range Safety Officer), Brad Neal (Mission Controller), and Griffin Corpening (Test Conductor).

Frank Batteas

NASA Image and Video Library

1999-01-04

Frank Batteas is a research test pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, California. He is currently a project pilot for the F/A-18 and C-17 flight research projects. In addition, his flying duties include operation of the DC-8 Flying Laboratory in the Airborne Science program, and piloting the B-52B launch aircraft, the King Air, and the T-34C support aircraft. Batteas has accumulated more than 4,700 hours of military and civilian flight experience in more than 40 different aircraft types. Batteas came to NASA Dryden in April 1998, following a career in the U.S. Air Force. His last assignment was at Wright-Patterson Air Force Base, Dayton, Ohio, where Lieutenant Colonel Batteas led the B-2 Systems Test and Evaluation efforts for a two-year period. Batteas graduated from Class 88A of the Air Force Test Pilot School, Edwards Air Force Base, California, in December 1988. He served more than five years as a test pilot for the Air Force's newest airlifter, the C-17, involved in nearly every phase of testing from flutter and high angle-of-attack tests to airdrop and air refueling envelope expansion. In the process, he achieved several C-17 firsts including the first day and night aerial refuelings, the first flight over the North Pole, and a payload-to-altitude world aviation record. As a KC-135 test pilot, he also was involved in aerial refueling certification tests on a number of other Air Force aircraft. Batteas received his commission as a second lieutenant in the U. S. Air Force through the Reserve Officer Training Corps and served initially as an engineer working on the Peacekeeper and Minuteman missile programs at the Ballistic Missile Office, Norton Air Force Base, Calif. After attending pilot training at Williams Air Force Base, Phoenix, Ariz., he flew operational flights in the KC-135 tanker aircraft and then was assigned to research flying at the 4950th Test Wing, Wright-Patterson. He flew extensively modified C-135

Ares I-X Flight Evaluation Tasks in Support of Ares I Development

NASA Technical Reports Server (NTRS)

Huebner, Lawrence D.; Richards, James S.; Coates, Ralph H., III; Cruit, Wendy D.; Ramsey, Matthew N.

2010-01-01

NASA s Constellation Program successfully launched the Ares I-X Flight Test Vehicle on October 28, 2009. The Ares I-X flight was a development flight test that offered a unique opportunity for early engineering data to impact the design and development of the Ares I crew launch vehicle. As the primary customer for flight data from the Ares I-X mission, the Ares Projects Office established a set of 33 flight evaluation tasks to correlate fight results with prospective design assumptions and models. Included within these tasks were direct comparisons of flight data with pre-flight predictions and post-flight assessments utilizing models and modeling techniques being applied to design and develop Ares I. A discussion of the similarities and differences in those comparisons and the need for discipline-level model updates based upon those comparisons form the substance of this paper. The benefits of development flight testing were made evident by implementing these tasks that used Ares I-X data to partially validate tools and methodologies in technical disciplines that will ultimately influence the design and development of Ares I and future launch vehicles. The areas in which partial validation from the flight test was most significant included flight control system algorithms to predict liftoff clearance, ascent, and stage separation; structural models from rollout to separation; thermal models that have been updated based on these data; pyroshock attenuation; and the ability to predict complex flow fields during time-varying conditions including plume interactions.

KEITH HIGGINBOTHAM AT TEST STAND 4699

NASA Image and Video Library

2016-10-17

KEITH HIGGINBOTHAM, STRUCTURAL TEST LEAD FOR THE SLS SPACECRAFT PAYLOAD INTEGRATION AND EVOLUTION OFFICE, IS SHOWN BESIDE TEST STAND 4699 AT THE MARSHALL SPACE FLIGHT CENTER’S WEST TEST AREA. HIGGINBOTHAM WILL BE LEADING STRUCTURAL LOADS TESTING AT TEST STAND 4699 FOR THE CORE STAGE SIMULATER AND THE LAUNCH VEHICLE STAGE ADAPTER. THE TEST SERIES WILL ENSURE EACH STRUCTURE CAN WITHSTAND THE INCREDIBLE STRESSES OF LAUNCH.

The NASA super pressure balloon - A path to flight

NASA Astrophysics Data System (ADS)

Cathey, H. M.

2009-07-01

The National Aeronautics and Space Administration's Balloon Program Office has invested significant time and effort in extensive ground testing of model super pressure balloons. The testing path has been developed as an outgrowth of the results of the super pressure balloon test flight in 2006. Summary results of the June 2006 super pressure test flight from Kiruna, Sweden are presented including the balloon performance and "lessons learned". This balloons flight performance exceeded expectations, but did not fully deploy. The flight was safely terminated by command. The results of this test flight refocused the project's efforts toward additional ground testing and analysis; a path to flight. A series of small 4 m diameter models were made and tested to further explore the deployment and structural capabilities of the balloons and materials. A series of ˜27 m model balloons were successfully tested indoors. These balloons successfully replicated the cleft seen in the Sweden flight, explored the deployment trade space to help characterize better design approaches, and demonstrated an acceptable fix to the deployment issue. Photogrammetry was employed during these ˜27 m model tests to help characterize both the balloon and gore shape evolution under pressurization. A ˜8.5 m ground model was used to explore the design and materials performance. Results of these tests will be presented. A general overview of some of the other project advancements made related to demonstrating the strain arresting nature of the proposed design, materials and analysis work will also be presented. All of this work has prepared a clear path toward a renewed round of test flights. This paper will give an overview of the development approach pursued for this super pressure balloon development. A description of the balloon design, including the modifications made as a result of the lessons learned, is presented. A short deployment test flight of the National Aeronautics and Space Administration's super pressure balloon took place in June 2008. This flight was from Ft. Sumner, New Mexico. Preliminary results of this flight are presented. Future plans for both ground testing and additional test flights are also presented. Goals of the future test flights, which are staged in increments of increasing suspended load and altitude, are presented. This includes the projected balloon volumes, payload capabilities, test flight locations, and proposed flight schedule.

Development Overview of the Revised NASA Ultra Long Duration Balloon

NASA Technical Reports Server (NTRS)

Cathey, H. M.; Gregory, D; Young, L.; Pierce, D.

2006-01-01

The development of the National Aeronautics and Space Administration s (NASA) Ultra Long Duration Balloon (ULDB) has made significant strides in addressing the deployment issues experienced in the scaling up of the balloon structure. This paper concentrates on the super-pressure balloon developments that have been, and are currently being planned by the NASA Balloon Program Office at Goddard Space Flight Center s Wallops Flight Facility. The goal of the NASA ULDB development project is to attempt to extend the potential flight durations for large scientific balloon payloads. A summary of the February 2005 test flight from Ft. Sumner, New Mexico will be presented. This test flight spurred a number of investigations and advancements for this project. The development path has pursued some new approaches in the design, analysis, and testing of the balloons. New issues have been ideEti6ed throu& both analysis md testing. These have been addressed in the design stage before the next balloon construction was begun. This paper will give an overview of the recent history for this effort and the development approach pursued for ULDB. A description of the balloon design, including the modifications made as a result of the lessons learned, will be presented. Areas to be presented include the design approach, deployment issues that have been encountered and the proposed solutions, ground testing, photogrammetry, and an analysis overview. Test flight planning and considerations will be presented including test flight safety. An extended duration test flight of the National Aeronautics and Space Administration s Ultra Long Duration Balloon is planned for the May/June 2006 time frame. This flight is expected to fly from Sweden to either Canada or Alaska. Preliminary results of this flight will be presented as available. Future plans for both ground testing and additional test flights will also be presented. Goals of the future test flights, which are staged in increments of increasing suspended load and altitude, will be presented. This will include the projected balloon volumes, payload capabilities, test flight locations, and proposed flight schedule.

Antares Rocket Test Launch

NASA Image and Video Library

2013-04-21

NASA Deputy Administrator Lori Garver talks with CEO and President of Orbital Sciences Corporation David Thompson, left, Executive Vice President and Chief Technical Officer, Orbital Sciences Corporation Antonio Elias, second from left, and Executive Director, Va. Commercial Space Flight Authority Dale Nash, background, in the Range Control Center at the NASA Wallops Flight Facility after the successful launch of the Orbital Sciences Antares rocket from the Mid-Atlantic Regional Spaceport (MARS) in Virginia, Sunday, April 21, 2013. The test launch marked the first flight of Antares and the first rocket launch from Pad-0A. The Antares rocket delivered the equivalent mass of a spacecraft, a so-called mass simulated payload, into Earth's orbit. Photo Credit: (NASA/Bill Ingalls)

Optical Autocovariance Wind Lidar (OAWL): aircraft test-flight history and current plans

NASA Astrophysics Data System (ADS)

Tucker, Sara C.; Weimer, Carl; Adkins, Mike; Delker, Tom; Gleeson, David; Kaptchen, Paul; Good, Bill; Kaplan, Mike; Applegate, Jeff; Taudien, Glenn

2015-09-01

To address mission risk and cost limitations the US has faced in putting a much needed Doppler wind lidar into space, Ball Aerospace and Technologies Corp, with support from NASA's Earth Science Technology Office (ESTO), has developed the Optical Autocovariance Wind Lidar (OAWL), designed to measure winds from aerosol backscatter at the 355 nm or 532 nm wavelengths. Preliminary proof of concept hardware efforts started at Ball back in 2004. From 2008 to 2012, under an ESTO-funded Instrument Incubator Program, Ball incorporated the Optical Autocovariance (OA) interferometer receiver into a prototype breadboard lidar system by adding a laser, telescope, and COTS-based data system for operation at the 355 nm wavelength. In 2011, the prototype system underwent ground-based validation testing, and three months later, after hardware and software modifications to ensure autonomous operation and aircraft safety, it was flown on the NASA WB-57 aircraft. The history of the 2011 test flights are reviewed, including efforts to get the system qualified for aircraft flights, modifications made during the flight test period, and the final flight data results. We also present lessons learned and plans for the new, robust, two-wavelength, aircraft system with flight demonstrations planned for Spring 2016.

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Security controls access to the Soyuz capsule and test stand area, Friday, Oct. 5, 2004, at the Baikonur Cosmodrome. Expedition 10 Commander and NASA Science Officer Leroy Chiao, Flight Engineer and Soyuz Commander Salizhan Sharipov and Russian Space Forces Cosmonaut Yuri Shargin donned their launch and entry suits and climbed aboard their Soyuz TMA-5 for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Objectives and Progress on Integrated Vehicle Ground Vibration Testing for the Ares Launch Vehicles

NASA Technical Reports Server (NTRS)

Tuma, Margaret L.; Asloms. Brice R.

2009-01-01

As NASA begins design and development of the Ares launch vehicles to replace the Space Shuttle and explore beyond low Earth orbit, Integrated Vehicle Ground Vibration Testing (IVGVT) will be a vital component of ensuring that those vehicles can perform the missions assigned to them. A ground vibration test (GVT) is intended to measure by test the fundamental dynamic characteristics of launch vehicles during various phases of flight. During the series of tests, properties such as natural frequencies, mode shapes, and transfer functions are measured directly. This data is then used to calibrate loads and control systems analysis models for verifying analyses of the launch vehicle. The Ares Flight & Integrated Test Office (FITO) will be conducting IVGVT for the Ares I crew launch vehicle at Marshall Space Flight Center (MSFC) from 2011 to 2012 using the venerable Test Stand (TS) 4550, which supported similar tests for the Saturn V and Space Shuttle vehicle stacks.

Colorado WAM separations standards targets of opportunity and flight test analysis

DOT National Transportation Integrated Search

2009-10-25

The Federal Aviation Administration (FAA) : Surveillance and Broadcast Services (SBS) Program : Office and the Colorado Department of : Transportation are implementing Wide Area : Multilateration (WAM) in Non-Radar Airspace : (NRA) to improve air tra...

Balloon Program Wraps up in Antarctica, Heading to New Zealand

NASA Image and Video Library

2015-02-02

Caption: A NASA Super Pressure Balloon with the COSI payload is ready for launch from McMurdo, Antarctica. Credit: NASA More info: NASA’s globetrotting Balloon Program Office is wrapping up its 2014-2015 Antarctic campaign while prepping for an around-the-world flight launching out of Wanaka, New Zealand, in March. After 16 days, 12 hours, and 56 minutes of flight, operators successfully conducted a planned flight termination of the Suborbital Polarimeter for Inflation Dust and the Epoch of Reionization (SPIDER) mission Saturday, Jan. 18, the final mission of the campaign. Other flights in the 2014-2015 Antarctic campaign included the Antarctic Impulsive Transient Antenna (ANITA-III) mission as well as the Compton Spectrometer and Imager (COSI) payload flown on the developmental Super Pressure Balloon (SPB). ANITA-III successfully wrapped up Jan. 9 after 22 days, 9 hours, and 14 minutes of flight. Flight controllers terminated the COSI flight 43 hours into the mission after detecting a small gas leak in the balloon. Crews are now working to recover all three instruments from different locations across the continent. The 6,480-pound SPIDER payload is stationary at a position about 290 miles from the United Kingdom’s Sky Blu Logistics Facility in Antarctica. The 4,601 pound ANITA-III payload, located about 100 miles from Australia’s Davis Station, and the 2,866 pound COSI payload, located about 340 miles from the United States McMurdo Station both had numerous key components recovered in the past few days. Beginning in late January, the Balloon Program Office will deploy a team to Wanaka, New Zealand, to begin preparations for an SPB flight, scheduled to launch in March. The Program Office seeks to fly the SPB more than 100 days, which would shatter the current flight duration record of 55 days, 1 hour, and 34 minutes for a large scientific balloon. “We’re looking forward to the New Zealand campaign and hopefully a history-making flight with the Super Pressure Balloon,” said Debbie Fairbrother, NASA’s Balloon Program Office Chief. Most scientific balloons see altitude variances based on temperature changes in the atmosphere at night and during the day. The SPB is capable of missions on the order of 100 days or more at constant float altitudes due to the pressurization of the balloon. “Stable, long-duration flights at near-space altitudes above more than 99 percent of the atmosphere are highly desirable in the science community, and we’re ready to deliver,” said Fairbrother. In addition to the SPB flight in March, the Balloon Program Office has 10 more balloon missions planned through September 2015 to include scheduled test flights of the Low-Density Supersonic Decelerator, which is testing new technologies for landing larger, heavier payloads on Mars. NASA’s Wallops Flight Facility manages the agency’s Scientific Balloon Program with 10 to 15 flights each year from launch sites worldwide. The balloons are massive in volume; the average-sized balloon could hold the volume of nearly 200 blimps. Previous work on balloons have contributed to confirming the Big Bang Theory. For more information on NASA’s Scientific Balloon Program, see: sites.wff.nasa.gov/code820/index.html 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

Ares I-X Malfunction Turn Range Safety Analysis

NASA Technical Reports Server (NTRS)

Beaty, J. R.

2011-01-01

Ares I-X was the designation given to the flight test version of the Ares I rocket which was developed by NASA (also known as the Crew Launch Vehicle (CLV) component of the Constellation Program). The Ares I-X flight test vehicle achieved a successful flight test on October 28, 2009, from Pad LC-39B at Kennedy Space Center, Florida (KSC). As part of the flight plan approval for the test vehicle, a range safety malfunction turn analysis was performed to support the risk assessment and vehicle destruct criteria development processes. Several vehicle failure scenarios were identified which could have caused the vehicle trajectory to deviate from its normal flight path. The effects of these failures were evaluated with an Ares I-X 6 degrees-of-freedom (6-DOF) digital simulation, using the Program to Optimize Simulated Trajectories Version II (POST2) simulation tool. The Ares I-X simulation analysis provided output files containing vehicle trajectory state information. These were used by other risk assessment and vehicle debris trajectory simulation tools to determine the risk to personnel and facilities in the vicinity of the launch area at KSC, and to develop the vehicle destruct criteria used by the flight test range safety officer in the event of a flight test anomaly of the vehicle. The simulation analysis approach used for this study is described, including descriptions of the failure modes which were considered and the underlying assumptions and ground rules of the study.

Aircrew perceived stress: examining crew performance, crew position and captains personality.

PubMed

Bowles, S; Ursin, H; Picano, J

2000-11-01

This study was conducted at NASA Ames Research Center as a part of a larger research project assessing the impact of captain's personality on crew performance and perceived stress in 24 air transport crews (5). Three different personality types for captains were classified based on a previous cluster analysis (3). Crews were comprised of three crewmembers: captain, first officer, and second officer/flight engineer. A total of 72 pilots completed a 1.5-d full-mission simulation of airline operations including emergency situations in the Ames Manned Vehicle System Research Facility B-727 simulator. Crewmembers were tested for perceived stress on four dimensions of the NASA Task Load Index after each of five flight legs. Crews were divided into three groups based on rankings from combined error and rating scores. High performance crews (who committed the least errors in flight) reported experiencing less stress in simulated flight than either low or medium crews. When comparing crew positions for perceived stress over all the simulated flights no significant differences were found. However, the crews led by the "Right Stuff" (e.g., active, warm, confident, competitive, and preferring excellence and challenges) personality type captains typically reported less stress than crewmembers led by other personality types.

An Atmospheric Guidance Algorithm Testbed for the Mars Surveyor Program 2001 Orbiter and Lander

NASA Technical Reports Server (NTRS)

Striepe, Scott A.; Queen, Eric M.; Powell, Richard W.; Braun, Robert D.; Cheatwood, F. McNeil; Aguirre, John T.; Sachi, Laura A.; Lyons, Daniel T.

1998-01-01

An Atmospheric Flight Team was formed by the Mars Surveyor Program '01 mission office to develop aerocapture and precision landing testbed simulations and candidate guidance algorithms. Three- and six-degree-of-freedom Mars atmospheric flight simulations have been developed for testing, evaluation, and analysis of candidate guidance algorithms for the Mars Surveyor Program 2001 Orbiter and Lander. These simulations are built around the Program to Optimize Simulated Trajectories. Subroutines were supplied by Atmospheric Flight Team members for modeling the Mars atmosphere, spacecraft control system, aeroshell aerodynamic characteristics, and other Mars 2001 mission specific models. This paper describes these models and their perturbations applied during Monte Carlo analyses to develop, test, and characterize candidate guidance algorithms.

M2-F3 with test pilot John A. Manke

NASA Image and Video Library

1972-12-20

NASA research pilot John A. Manke is seen here in front of the M2-F3 Lifting Body. Manke was hired by NASA on May 25, 1962, as a flight research engineer. He was later assigned to the pilot's office and flew various support aircraft including the F-104, F5D, F-111 and C-47. After leaving the Marine Corps in 1960, Manke worked for Honeywell Corporation as a test engineer for two years before coming to NASA. He was project pilot on the X-24B and also flew the HL-10, M2-F3, and X-24A lifting bodies. John made the first supersonic flight of a lifting body and the first landing of a lifting body on a hard surface runway. Manke served as Director of the Flight Operations and Support Directorate at the Dryden Flight Research Center prior to its integration with Ames Research Center in October 1981. After this date John was named to head the joint Ames-Dryden Directorate of Flight Operations. He also served as site manager of the NASA Ames-Dryden Flight Research Facility. John is a member of the Society of Experimental Test Pilots. He retired on April 27, 1984.

Remote Imaging of Exploration Flight Test-1 (EFT-1) Entry Heating Risk Reduction

NASA Technical Reports Server (NTRS)

Schuster, David M.; Horvath, Thomas J.; Schwartz, Richard J.

2016-01-01

A Measure of Performance (MOP) identified with an Exploration Flight Test-1 (EFT-1) Multi- Purpose Crew Vehicle (MPCV) Program Flight Test Objective (FTO) (OFT1.091) specified an observation during reentry though external ground-based or airborne assets with thermal detection capabilities. The objective of this FTO was to be met with onboard Developmental Flight Instrumentation (DFI), but the MOP for external observation was intended to provide complementary quantitative data and serve as a risk reduction in the event of anomalous DFI behavior (or failure). Mr. Gavin Mendeck, the Entry, Descent, and Landing (EDL) Phase Engineer for the MPCV Program (Vehicle Integration Office/Systems & Mission Integration) requested a risk-reduction assessment from the NASA Engineering and Safety Center (NESC) to determine whether quantitative imagery could be obtained from remote aerial assets to support the external observation MOP. If so, then a viable path forward was to be determined, risks identified, and an observation pursued. If not, then the MOP for external observation was to be eliminated.

Fatigue in Flight Inspection Field Office (FIFO) flight crews.

DOT National Transportation Integrated Search

1981-04-01

Studies related to FIFO aircrew stress and fatigue were carried out at seven FIFO's in the Continental U.S. Forty-one men served as subjects and all crew positions were presented. Each crewmember was studied during flight activities and during office...

Report on research and technology-FY 1981

NASA Technical Reports Server (NTRS)

1981-01-01

More than 65 technical reports, papers, and articles published by personnel and contractors at the Dryden Flight Research Center are listed. Activities performed for the Offices of Aeronautics and Space Technology, Space and Terrestrial Applications, Space Transportation Systems, and Space Tracking and Data Systems are summarized. Preliminary stability and control derivatives were determined for the shuttle orbiter at hypersonic speeds from the data obtained at reentry. The shuttle tile tests, spin research vehicle nose shapes flight investigations, envelope expansion flights for the Ames tilt rotor research aircraft, and the AD-1 oblique wing programs were completed as well as the KC-135 winglet program.

NASA's approach to space commercialization

NASA Technical Reports Server (NTRS)

Gillam, Isaac T., IV

1986-01-01

The NASA Office of Commercial Programs fosters private participation in commercially oriented space projects. Five Centers for the Commercial Development of Space encourage new ideas and perform research which may yield commercial processes and products for space ventures. Joint agreements allow companies who present ideas to NASA and provide flight hardware access to a free launch and return from orbit. The experimenters furnish NASA with sufficient data to demonstrate the significance of the results. Ground-based tests are arranged for smaller companies to test the feasibility of concepts before committing to the costs of developing hardware. Joint studies of mutual interest are performed by NASA and private sector researchers, and two companies have signed agreements for a series of flights in which launch costs are stretched out to meet projected income. Although Shuttle flights went on hold following the Challenger disaster, extensive work continues on the preparation of commercial research payloads that will fly when Shuttle flights resume.

14 CFR 91.1017 - Amending program manager's management specifications.

Code of Federal Regulations, 2014 CFR

2014-01-01

... proposed amendment. (2) The Flight Standards District Office that issued the program manager's management... presented, the Flight Standards District Office that issued the program manager's management specifications... Standards District Office that issued the program manager's management specifications issues an amendment of...

14 CFR 91.1017 - Amending program manager's management specifications.

Code of Federal Regulations, 2012 CFR

2012-01-01

... proposed amendment. (2) The Flight Standards District Office that issued the program manager's management... presented, the Flight Standards District Office that issued the program manager's management specifications... Standards District Office that issued the program manager's management specifications issues an amendment of...

Flight Projects Office Information Systems Testbed (FIST)

NASA Technical Reports Server (NTRS)

Liggett, Patricia

1991-01-01

Viewgraphs on the Flight Projects Office Information Systems Testbed (FIST) are presented. The goal is to perform technology evaluation and prototyping of information systems to support SFOC and JPL flight projects in order to reduce risk in the development of operational data systems for such projects.

NASA Technology Demonstrations Missions Program Overview

NASA Technical Reports Server (NTRS)

Turner, Susan

2011-01-01

The National Aeronautics and Space Administration (NASA) Fiscal Year 2010 (FY10) budget introduced a new strategic plan that placed renewed emphasis on advanced missions beyond Earth orbit. This supports NASA s 2011 strategic goal to create innovative new space technologies for our exploration, science, and economic future. As a result of this focus on undertaking many and more complex missions, NASA placed its attention on a greater investment in technology development, and this shift resulted in the establishment of the Technology Demonstrations Missions (TDM) Program. The TDM Program, within the newly formed NASA Office of the Chief Technologist, supports NASA s grand challenges by providing a steady cadence of advanced space technology demonstrations (Figure 1), allowing the infusion of flexible path capabilities for future exploration. The TDM Program's goal is to mature crosscutting capabilities to flight readiness in support of multiple future space missions, including flight test projects where demonstration is needed before the capability can transition to direct mission The TDM Program has several unique criteria that set it apart from other NASA program offices. For instance, the TDM Office matures a small number of technologies that are of benefit to multiple customers to flight technology readiness level (TRL) 6 through relevant environment testing on a 3-year development schedule. These technologies must be crosscutting, which is defined as technology with potential to benefit multiple mission directorates, other government agencies, or the aerospace industry, and they must capture significant public interest and awareness. These projects will rely heavily on industry partner collaboration, and funding is capped for all elements of the flight test demonstration including planning, hardware development, software development, launch costs, ground operations, and post-test assessments. In order to inspire collaboration across government and industry, more than 70% of the TDM funds will be competitively awarded as a result of yearly calls for proposed flight demonstrators and selected based on possible payoff to NASA, technology maturity, customer interest, cost, and technical risk reduction. This paper will give an overview of the TDM Program s mission and organization, as well as its current status in delivering advanced space technologies that will enable more flexible and robust future missions. It also will provide several examples of missions that fit within these parameters and expected outcomes.

Flight test evaluation of drag effects on surface coatings on the NASA Boeing 737 TCV airplane

NASA Technical Reports Server (NTRS)

George-Falvy, D.; Sikavi, D. A.

1981-01-01

A flight test program was conducted in which the effects of various surface coatings on aerodynamic drag were investigated; results of this program are described in this report. The tests were conducted at NASA-Langley Research Center on the terminal configured vehicle (TCV) Boeing 737 research airplane. The Boeing Company, as contractor with NASA under the Energy Efficient Transport (EET) program, planned and evaluated the experiment. The NASA-TCV Program Office coordinated the experiment and performed the flight tests. The principal objective of the test was to evaluate the drag reduction potential of an elastomeric polyurethane surface coating, CAAPCO B-274, which also has been considered for application on transport airplanes to protect leading edges from erosion. The smooth surface achievable with this type of coating held some promise of reducing the skin friction drag as compared to conventional production type aircraft surfaces, which are usually anodized bare metal or coated with corrosion protective paint. Requirements for high precision measurements were the principal considerations in the experiment.

Fincke holds an ammonia test strip while working in the U.S. Laboratory during EXP 9 / EXP 8

NASA Image and Video Library

2004-04-27

ISS008-E-22350 (27 April 2004) --- Astronaut Edward M. (Mike) Fincke, Expedition 9 NASA ISS science officer and flight engineer, works in the Destiny laboratory of the International Space Station (ISS).

Ares I-X Flight Test - The Future Begins Here

NASA Technical Reports Server (NTRS)

Davis, Stephan R.

2008-01-01

In less than two years, the National Aeronautics and Space Administration (NASA) will launch the Ares I-X mission. This will be the first flight of the Ares I crew launch vehicle, which, together with the Ares V cargo launch vehicle, will eventually send humans to the Moon, Mars, and beyond. As the countdown to this first Ares mission continues, personnel from across the Ares I-X Mission Management Office (MMO) are finalizing designs and fabricating vehicle hardware for an April 2009 launch. This paper will discuss the hardware and programmatic progress of the Ares I-X mission. Like the Apollo program, the Ares launch vehicles will rely upon extensive ground, flight, and orbital testing before sending the Orion crew exploration vehicle into space with humans on board. The first flight of Ares I, designated Ares I-X, will be a suborbital development flight test. Ares I-X gives NASA its first opportunity to gather critical data about the flight dynamics of the integrated launch vehicle stack; understand how to control its roll during flight; better characterize the severe stage separation environments that the upper stage engine will experience during future operational flights; and demonstrate the first stage recovery system. NASA also will begin modifying the launch infrastructure and fine-tuning ground and mission operations, as the agency makes the transition from the Space Shuttle to the Ares/Orion system.

KSC-2013-2923

NASA Image and Video Library

2013-06-27

CAPE CANAVERAL, Fla. – Inside the Operations and Checkout Building high bay at NASA’s Kennedy Space Center in Florida, members of the media receive an on activities in NASA’s Ground Systems Development and Operations, or GSDO, Program, Space Launch System and Orion crew module for Exploration Test Flight 1. Speaking to the media is Jeremy Parsons, chief of the GSDO Operations Integration Office at Kennedy. Orion is the exploration spacecraft designed to carry crews to space beyond low Earth orbit. It will provide emergency abort capability, sustain the crew during the space travel and provide safe re-entry from deep space return velocities. Orion’s first unpiloted test flight is scheduled to launch in 2014 atop a Delta IV rocket. A second uncrewed flight test is scheduled for 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Jim Grossmann

KSC-2013-2922

NASA Image and Video Library

2013-06-27

CAPE CANAVERAL, Fla. – Inside the Operations and Checkout Building high bay at NASA’s Kennedy Space Center in Florida, members of the media receive an on activities in NASA’s Ground Systems Development and Operations, or GSDO, Program, Space Launch System and Orion crew module for Exploration Test Flight 1. Speaking to the media is Jeremy Parsons, chief of the GSDO Operations Integration Office at Kennedy. Orion is the exploration spacecraft designed to carry crews to space beyond low Earth orbit. It will provide emergency abort capability, sustain the crew during the space travel and provide safe re-entry from deep space return velocities. Orion’s first unpiloted test flight is scheduled to launch in 2014 atop a Delta IV rocket. A second uncrewed flight test is scheduled for 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Jim Grossmann

NACA Computer at the Lewis Flight Propulsion Laboratory

NASA Image and Video Library

1951-02-21

A female computer at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory with a slide rule and Friden adding machine to make computations. The computer staff was introduced during World War II to relieve short-handed research engineers of some of the tedious computational work. The Computing Section was staffed by “computers,” young female employees, who often worked overnight when most of the tests were run. The computers obtained test data from the manometers and other instruments, made the initial computations, and plotted the data graphically. Researchers then analyzed the data and summarized the findings in a report or made modifications and ran the test again. There were over 400 female employees at the laboratory in 1944, including 100 computers. The use of computers was originally planned only for the duration of the war. The system was so successful that it was extended into the 1960s. The computers and analysts were located in the Altitude Wind Tunnel Shop and Office Building office wing during the 1940s and transferred to the new 8- by 6-Foot Supersonic Wind Tunnel in 1948.

49 CFR 1520.3 - Terms used in this part.

Code of Federal Regulations, 2010 CFR

2010-10-01

... Statistics. Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer... conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment...

49 CFR 1520.3 - Terms used in this part.

Code of Federal Regulations, 2012 CFR

2012-10-01

... Statistics. Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer... conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment...

49 CFR 1520.3 - Terms used in this part.

Code of Federal Regulations, 2013 CFR

2013-10-01

... Statistics. Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer... conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment...

49 CFR 1520.3 - Terms used in this part.

Code of Federal Regulations, 2011 CFR

2011-10-01

... Statistics. Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer... conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment...

49 CFR 1520.3 - Terms used in this part.

Code of Federal Regulations, 2014 CFR

2014-10-01

... Statistics. Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer... conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment...

49 CFR 15.3 - Terms used in this part.

Code of Federal Regulations, 2014 CFR

2014-10-01

.... Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer Program under... interference, whether during the conception, planning, design, construction, operation, or decommissioning...

49 CFR 15.3 - Terms used in this part.

Code of Federal Regulations, 2010 CFR

2010-10-01

.... Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer Program under... interference, whether during the conception, planning, design, construction, operation, or decommissioning...

49 CFR 15.3 - Terms used in this part.

Code of Federal Regulations, 2011 CFR

2011-10-01

.... Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer Program under... interference, whether during the conception, planning, design, construction, operation, or decommissioning...

49 CFR 15.3 - Terms used in this part.

Code of Federal Regulations, 2012 CFR

2012-10-01

.... Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer Program under... interference, whether during the conception, planning, design, construction, operation, or decommissioning...

49 CFR 15.3 - Terms used in this part.

Code of Federal Regulations, 2013 CFR

2013-10-01

.... Federal Flight Deck Officer means a pilot participating in the Federal Flight Deck Officer Program under... interference, whether during the conception, planning, design, construction, operation, or decommissioning...

Mars Pathfinder Microrover- Implementing a Low Cost Planetary Mission Experiment

NASA Technical Reports Server (NTRS)

Matijevic, J.

1996-01-01

The Mars Pathfinder Microrover Flight Experiment (MFEX) is a NASA Office of Space Access and Technology (OSAT) flight experiment which has been delivered and integrated with the Mars Pathfinder (MPF) lander and spacecraft system. The total cost of the MFEX mission, including all subsystem design and development, test, integration with the MPF lander and operations on Mars has been capped at $25 M??is paper discusses the process and the implementation scheme which has resulted in the development of this first Mars rover.

X-43D Conceptual Design and Feasibility Study

NASA Technical Reports Server (NTRS)

Johnson, Donald B.; Robinson, Jeffrey S.

2005-01-01

NASA s Next Generation Launch Technology (NGLT) Program, in conjunction with the office of the Director of Defense Research and Engineering (DDR&E), developed an integrated hypersonic technology demonstration roadmap. This roadmap is an integral part of the National Aerospace Initiative (NAI), a multi-year, multi-agency cooperative effort to invest in and develop, among other things, hypersonic technologies. This roadmap contains key ground and flight demonstrations required along the path to developing a reusable hypersonic space access system. One of the key flight demonstrations required for systems that will operate in the high Mach number regime is the X-43D. As currently conceived, the X-43D is a Mach 15 flight test vehicle that incorporates a hydrogen-fueled scramjet engine. The purpose of the X-43D is to gather high Mach number flight environment and engine operability information which is difficult, if not impossible, to gather on the ground. During 2003, the NGLT Future Hypersonic Flight Demonstration Office initiated a feasibility study on the X-43D. The objective of the study was to develop a baseline conceptual design, assess its performance, and identify the key technical issues. The study also produced a baseline program plan, schedule, and cost, along with a list of key programmatic risks.

Evaluation of prototype Advanced Life Support (ALS) pack for use by the Health Maintenance Facility (HMF) on Space Station Freedom (SSF)

NASA Technical Reports Server (NTRS)

Krupa, Debra T.; Gosbee, John; Murphy, Linda; Kizzee, Victor D.

1991-01-01

The purpose is to evaluate the prototype Advanced Life Support (ALS) Pack which was developed for the Health Maintenance Facility (HMF). This pack will enable the Crew Medical Officer (CMO) to have ready access to advanced life support supplies and equipment for time critical responses to any situation within the Space Station Freedom. The objectives are: (1) to evaluate the design of the pack; and (2) to collect comments for revision to the design of the pack. The in-flight test procedures and other aspects of the KC-135 parabolic test flight to simulate weightlessness are presented.

Frank Batteas

NASA Technical Reports Server (NTRS)

1999-01-01

Frank Batteas is a research test pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, California. He is currently a project pilot for the F/A-18 and C-17 flight research projects. In addition, his flying duties include operation of the DC-8 Flying Laboratory in the Airborne Science program, and piloting the B-52B launch aircraft, the King Air, and the T-34C support aircraft. Batteas has accumulated more than 4,700 hours of military and civilian flight experience in more than 40 different aircraft types. Batteas came to NASA Dryden in April 1998, following a career in the U.S. Air Force. His last assignment was at Wright-Patterson Air Force Base, Dayton, Ohio, where Lieutenant Colonel Batteas led the B-2 Systems Test and Evaluation efforts for a two-year period. Batteas graduated from Class 88A of the Air Force Test Pilot School, Edwards Air Force Base, California, in December 1988. He served more than five years as a test pilot for the Air Force's newest airlifter, the C-17, involved in nearly every phase of testing from flutter and high angle-of-attack tests to airdrop and air refueling envelope expansion. In the process, he achieved several C-17 firsts including the first day and night aerial refuelings, the first flight over the North Pole, and a payload-to-altitude world aviation record. As a KC-135 test pilot, he also was involved in aerial refueling certification tests on a number of other Air Force aircraft. Batteas received his commission as a second lieutenant in the U. S. Air Force through the Reserve Officer Training Corps and served initially as an engineer working on the Peacekeeper and Minuteman missile programs at the Ballistic Missile Office, Norton Air Force Base, Calif. After attending pilot training at Williams Air Force Base, Phoenix, Ariz., he flew operational flights in the KC-135 tanker aircraft and then was assigned to research flying at the 4950th Test Wing, Wright-Patterson. He flew extensively modified C-135 and C-18 aircraft. In addition, he was project manager and research pilot for aurora borealis studies on the Airborne Ionospheric Observatory. Batteas earned a bachelor of science degree in nuclear engineering from Rensselaer Polytechnic Institute, Troy, N.Y., in 1977 and was awarded master of science degrees in systems management from the University of Southern California in 1980 and in mechanical engineering from California State University Fresno in 1991.

Program Manager: Journal of the Defense Systems Management College. Volume 16, Number 3, May-June 1987

DTIC Science & Technology

1987-06-01

redress a growingstrategic imbalance and provide an en- test pilots conducted a rigorous flight test during capability to penetrate Soviet program...ment career path for rated officers vidual rotates through assignments in ( pilots and navigators) is different from engineering, test and evaluation...pain. Acquiring the B-1B, or any other weapon system for that matter, entails developing, testing ard producing new technology. In any high-tech en

Venipuncture and intravenous infusion access during zero-gravity flight

NASA Technical Reports Server (NTRS)

Krupa, Debra T.; Gosbee, John; Billica, Roger; Bechtle, Perry; Creager, Gerald J.; Boyce, Joey B.

1991-01-01

The purpose of this experiment is to establish the difficulty associated with securing an intravenous (IV) catheter in place in microgravity flight and the techniques applicable in training the Crew Medical Officer (CMO) for Space Station Freedom, as well as aiding in the selection of appropriate hardware and supplies for the Health Maintenance Facility (HMF). The objectives are the following: (1) to determine the difficulties associated with venipuncture in a microgravity environment; (2) to evaluate the various methods of securing an IV catheter and attached tubing for infusion with regard to the unique environment; (3) to evaluate the various materials available for securing an intravenous catheter in place; and (4) to evaluate the fluid therapy administration system when functioning in a complete system. The inflight test procedures and other aspects of the KC-135 parabolic flight test to simulate microgravity are presented.

Determination of Selected Costs of Flight and Synthetic Flight Training.

ERIC Educational Resources Information Center

Jolley, Oran B.; Caro, Paul W., Jr.

As part of an analysis of the value of synthetic (simulated) training in the U.S. Army Aviation School, costs associated with the conduct of flight and synthetic training in the instrument phase of the Army's Officer/Warrant Officer Rotary Wing Aviator Course (helicopter operation) were identified and computed separately for each type of training.…

Assembly and Thermal Hydraulic Test of a Stainless Steel Sodium-Potassium Circuit

NASA Technical Reports Server (NTRS)

Garber, A.; Godfroy, T.; Webster, K.

2007-01-01

Early Flight Fission Test Facilities (EFF-TF) team has been tasked by the NASA Marshall Space Flight Center Nuclear Systems Office to design, fabricate, and test an actively pumped alkali metal flow circuit. The system was originally built for use with lithium, but due to a shift in focus, it was redesigned for use with a eutectic mixture of sodium potassium (NaK). Basic circuit components include: reactor segment, NaK to gas heat exchanger, electromagnetic (EM) liquid metal pump, load/drain reservoir, expansion reservoir, instrumentation, and a spill reservoir. A 37-pin partial-array core (pin and flow path dimensions are the same as those in a full design) was selected for fabrication and test. This paper summarizes the first fill and checkout testing of the Stainless Steel NaK-Cooled Circuit (SNaKC).

Gas Emission Measurements from the RD 180 Rocket Engine

NASA Technical Reports Server (NTRS)

Ross, H. R.

2001-01-01

The Science Laboratory operated by GB Tech was tasked by the Environmental Office at the NASA Marshall Space Flight Center (MSFC) to collect rocket plume samples and to measure gaseous components and airborne particulates from the hot test firings of the Atlas III/RD 180 test article at MSFC. This data will be used to validate plume prediction codes and to assess environmental air quality issues.

78 FR 55660 - Airworthiness Directives; Bombardier, Inc. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-09-11

... Flight Test Branch, ANE-172, FAA, New York Aircraft Certification Office, 1600 Stewart Avenue, Suite 410.... We will post all comments we receive, without change, to http://www.regulations.gov , including any personal information you provide. We will also post a report summarizing each substantive verbal contact we...

Space truss zero gravity dynamics

NASA Technical Reports Server (NTRS)

Swanson, Andy

1989-01-01

The Structural Dynamics Branch of the Air Force Flight Dynamics Laboratory in cooperation with the Reduced Gravity Office of the NASA Lyndon B. Johnson Space Center (JSC) plans to perform zero-gravity dynamic tests of a 12-meter truss structure. This presentation describes the program and presents all results obtained to date.

Fincke conducts ISSI tests inside the MWA containment system onboard the U.S. Lab during Expedition 9

NASA Image and Video Library

2004-07-10

ISS009-E-14473 (10 July 2004) --- Astronaut Edward M. (Mike) Fincke, Expedition 9 NASA ISS science officer and flight engineer, works on the In-Space Soldering Investigation (ISSI) in the Destiny laboratory of the International Space Station (ISS).

Fincke conducts ISSI tests inside the MWA containment system onboard the U.S. Lab during Expedition 9

NASA Image and Video Library

2004-07-10

ISS009-E-14472 (10 July 2004) --- Astronaut Edward M. (Mike) Fincke, Expedition 9 NASA ISS science officer and flight engineer, works on the In-Space Soldering Investigation (ISSI) in the Destiny laboratory of the International Space Station (ISS).

The SERTS-97 Rocket Experiment on Study Activity on the Sun: Flight 36.167-GS on 1997 November 18

NASA Technical Reports Server (NTRS)

Swartz, Marvin; Condor, Charles E.; Davila, Joseph M.; Haas, J. Patrick; Jordan, Stuart D.; Linard, David L.; Miko, Joseph J.; Nash, I. Carol; Novello, Joseph; Payne, Leslie J.;

Flight Avionics Sequencing Telemetry (FAST) DIV Latching Display

NASA Technical Reports Server (NTRS)

Moore, Charlotte

2010-01-01

The NASA Engineering (NE) Directorate at Kennedy Space Center provides engineering services to major programs such as: Space Shuttle, Inter national Space Station, and the Launch Services Program (LSP). The Av ionics Division within NE, provides avionics and flight control syste ms engineering support to LSP. The Launch Services Program is respons ible for procuring safe and reliable services for transporting critical, one of a kind, NASA payloads into orbit. As a result, engineers mu st monitor critical flight events during countdown and launch to asse ss anomalous behavior or any unexpected occurrence. The goal of this project is to take a tailored Systems Engineering approach to design, develop, and test Iris telemetry displays. The Flight Avionics Sequen cing Telemetry Delta-IV (FAST-D4) displays will provide NASA with an improved flight event monitoring tool to evaluate launch vehicle heal th and performance during system-level ground testing and flight. Flight events monitored will include data from the Redundant Inertial Fli ght Control Assembly (RIFCA) flight computer and launch vehicle comma nd feedback data. When a flight event occurs, the flight event is ill uminated on the display. This will enable NASA Engineers to monitor c ritical flight events on the day of launch. Completion of this project requires rudimentary knowledge of launch vehicle Guidance, Navigatio n, and Control (GN&C) systems, telemetry, and console operation. Work locations for the project include the engineering office, NASA telem etry laboratory, and Delta launch sites.

Credit USAF, ca. 1943. Original housed in the Muroc Flight ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Credit USAF, ca. 1943. Original housed in the Muroc Flight Test Base, Unit History, 1 September 1942 - 30 June 1945. Alfred F. Simpson Historical Research Agency. United States Air Force. Maxwell AFB, Alabama. Historic view looking northeast along southeast edge of swimming pool during construction. The wavy edge of the pool visible here remains as a ground surface feature in 1995. Building in the background is the second Bachelor Officers' Quarters (T-15) built in 1943 - Edwards Air Force Base, North Base, Swimming Pool, Second Street, Boron, Kern County, CA

Catalyst Bed Instability Within the USFE H2O2/JP-8 Rocket Engine

NASA Technical Reports Server (NTRS)

Johnson, Curtis W.; Anderson, William; Ross, Robert; Lyles, G. (Technical Monitor)

2000-01-01

Orbital Sciences Corporation has been awarded a contract by NASA's Marshall Space Flight Center, in cooperation with the U.S. Air Force Research Laboratory's Military Space Plane Technology Program Office, for the Upper Stage Flight Experiment (USFE) program. Orbital is designing, developing, and will flight test a new low-cost, 10,000 lbf hydrogen peroxide/ JP-8 pressure fed liquid rocket. During combustion chamber tests at NASA Stennis Space Center (SSC) of the USFE engine, the catalyst bed showed a low frequency instability occurring as the H202 flow reached about 1/3 its design rate. This paper reviews the USFE catalyst bed and combustion chamber and its operation, then discusses the dynamics of the instability. Next the paper describes the dynamic computer model used to recreate the instability. The model was correlated to the SSC test data, and used to investigate possible solutions to the problem. The combustion chamber configuration which solved the instability is shown, and the subsequent stable operation presented.

The Use of Environmental Test Facilities for Purposes Beyond Their Original Design

NASA Technical Reports Server (NTRS)

Fisher, Terry C.; Marner, W. J.

2000-01-01

Increasing demands from space flight project offices are requiring environmental testing facilities to become more versatile with increased capabilities. At the same time, maintaining a cost-effective approach to test operations has driven efforts to use these facilities for purposes beyond their original design. This paper presents an overview of the Jet Propulsion Laboratory's efforts to provide JPL's space flight projects with test facilities to meet unique test requirements and to serve the needs of selected outside customers. The large number of recent Mars Missions, including the Mars Pathfinder project, have required testing of components and systems in a Martian surface environment in facilities originally designed for deep space testing. The unique problems associated with performing these tests are discussed, along with practical solutions. Other unique test requirements are discussed including the use of space simulation chambers for testing high altitude balloon gondolas and the use of vacuum chambers for system level test firing of an ion propulsion engine.

NRL Fact Book

DTIC Science & Technology

1997-07-01

Schaefer Deputy for Small Business 3204 EXECUTIVE COUNCIL CHIEF STAFF OFFICER 1002 FLIGHT SUPPORT DETACHMENT 1600 COMMAND SUPPORT DIVISION 1200...Belew, USN, Code 1640, (301) 342- 4926 ; DSN 342- 4926 CDR D.R. DOWELL, USN FLIGHT SUPPORT DETACHMENT OFFICER-IN-CHARGE 1600 1630 OPERATIONS BRANCH

KENNEDY SPACE CENTER, FLA. - Astronaut Tim Kopra aids in Intravehicular Activity (IVA) constraints testing on the Italian-built Node 2, a future element of the International Space Station. The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

NASA Image and Video Library

2004-02-03

KENNEDY SPACE CENTER, FLA. - Astronaut Tim Kopra aids in Intravehicular Activity (IVA) constraints testing on the Italian-built Node 2, a future element of the International Space Station. The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

Telerobotic electronic materials processing experiment

NASA Technical Reports Server (NTRS)

Ollendorf, Stanford

1991-01-01

The Office of Commercial Programs (OCP), working in conjunction with NASA engineers at the Goddard Space Flight Center, is supporting research efforts in robot technology and microelectronics materials processing that will provide many spinoffs for science and industry. The Telerobotic Materials Processing Experiment (TRMPX) is a Shuttle-launched materials processing test payload using a Get Away Special can. The objectives of the project are to define, develop, and demonstrate an automated materials processing capability under realistic flight conditions. TRMPX will provide the capability to test the production processes that are dependent on microgravity. The processes proposed for testing include the annealing of amorphous silicon to increase grain size for more efficient solar cells, thin film deposition to demonstrate the potential of fabricating solar cells in orbit, and the annealing of radiation damaged solar cells.

77 FR 61511 - Airworthiness Directives; Bombardier, Inc. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-10-10

...;Prices of new books are listed in the first FEDERAL REGISTER issue of each #0;week. #0; #0; #0; #0;#0...: Assata Dessaline, Aerospace Engineer, Avionics and Flight Test Branch, ANE-172, FAA, New York Aircraft Certification Office (ACO), 1600 Stewart Avenue, Suite 410, Westbury, New York 11590; telephone (516) 228-7301...

Measuring Recognition Performance Using Computer-Based and Paper-Based Methods.

ERIC Educational Resources Information Center

Federico, Pat-Anthony

1991-01-01

Using a within-subjects design, computer-based and paper-based tests of aircraft silhouette recognition were administered to 83 male naval pilots and flight officers to determine the relative reliabilities and validities of 2 measurement modes. Relative reliabilities and validities of the two modes were contingent on the multivariate measurement…

Photographic copy of architectural drawings for Building 4332 (T82): Taylor ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of architectural drawings for Building 4332 (T-82): Taylor & Barnes, Architects & Engineers, 803 W. Third Street, Los Angeles California, O.C.E. Office of Civil Engineer Job No. Muroc ESA 210-48 and 210-49, Military Construction: Muroc Flight Test Base, Muroc, California, Warehouses and Additional Housing for Officers: Warehouse "A" Plans & Elevations, Sheet No. 4 of 16, May 1945. Reproduced from the holdings of the National Archives; Pacific Southwest Region - Edwards Air Force Base, North Base, Warehouse A, North Base Road at E Street, Boron, Kern County, CA

Space Shuttle Projects Overview to Columbia Air Forces War College

NASA Technical Reports Server (NTRS)

Singer, Jody; McCool, Alex (Technical Monitor)

2000-01-01

This paper presents, in viewgraph form, a general overview of space shuttle projects. Some of the topics include: 1) Space Shuttle Projects; 2) Marshall Space Flight Center Space Shuttle Projects Office; 3) Space Shuttle Propulsion systems; 4) Space Shuttle Program Major Sites; 5) NASA Office of Space flight (OSF) Center Roles in Space Shuttle Program; 6) Space Shuttle Hardware Flow; and 7) Shuttle Flights To Date.

X-31 Unloading Returning from Paris Air Show

NASA Technical Reports Server (NTRS)

1995-01-01

After being flown in the Paris Air Show in June 1995, the X-31 Enhanced Fighter Maneuverability Technology Demonstrator Aircraft, based at the NASA Dryden Flight Research Center, Edwards Air Force Base, California, is off-loaded from an Air Force Reserve C-5 transport after the ferry flight back to Edwards. At the air show, the X-31 demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems to provide controlled flight at very high angles of attack. The X-31 Enhanced Fighter Maneuverability (EFM) demonstrator flew at the Ames- Dryden Flight Research Facility, Edwards, California (redesignated the Dryden Flight Research Center in 1994) from February 1992 until 1995 and before that at the Air Force's Plant 42 in Palmdale, California. The goal of the project was to provide design information for the next generation of highly maneuverable fighter aircraft. This program demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with an advanced flight control system to provide controlled flight to very high angles of attack. The result was a significant advantage over most conventional fighters in close-in combat situations. The X-31 flight program focused on agile flight within the post-stall regime, producing technical data to give aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. Stall is a condition of an airplane or an airfoil in which lift decreases and drag increases due to the separation of airflow. Thrust vectoring compensates for the loss of control through normal aerodynamic surfaces that occurs during a stall. Post-stall refers to flying beyond the normal stall angle of attack, which in the X-31 was at a 30-degree angle of attack. During Dryden flight testing, the X-31 aircraft established several milestones. On November 6, 1992, the X-31 achieved controlled flight at a 70-degree angle of attack. On April 29, 1993, the second X-31 successfully executed a rapid minimum-radius, 180-degree turn using a post-stall maneuver, flying well beyond the aerodynamic limits of any conventional aircraft. This revolutionary maneuver has been called the 'Herbst Maneuver' after Wolfgang Herbst, a German proponent of using post-stall flight in air-to-air combat. It is also called a 'J Turn' when flown to an arbitrary heading change. The aircraft was flown in tactical maneuvers against an F/A-18 and other tactical aircraft as part of the test flight program. During November and December 1993, the X-31 reached a supersonic speed of Mach 1.28. In 1994, the X-31 program installed software to demonstrate quasi-tailless operation. The X-31 flight test program was conducted by an international test organization (ITO) managed by the Advanced Research Projects Office (ARPA), known as the Defense Advanced Research Projects Office (DARPA) before March 1993. The ITO included the U.S. Navy and U.S. Air Force, Rockwell Aerospace, the Federal Republic of Germany, Daimler-Benz (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace), and NASA. Gary Trippensee was the ITO director and NASA Project Manager. Pilots came from participating organizations. The X-31 was 43.33 feet long with a wingspan of 23.83 feet. It was powered by a single General Electric P404-GE-400 turbofan engine that produced 16,000 pounds of thrust in afterburner.

Underway Recovery Test 6 (URT-6) - Day 5 Activities

NASA Image and Video Library

2018-01-21

Chief Warrant Officer Ferrari from the USS Anchorage watches over members of the U.S. Navy’s Mobile Diving Salvage Co. 3-1 as they set off to sea to recover the Orion test capsule during Underway Recovery Test 6 off the coast of San Diego. Kennedy Space Center’s NASA Recovery Team works with the U.S. Navy to improve recovery procedures and hardware ahead of Orion's next flight, Exploration Mission-1, when it splashes down in the Pacific Ocean.

Final Environmental Assessment of the Joint Air-to-Surface Stand-Off Missile (JASSM) Development and Evaluation Testing, White Sands Missile Range, New Mexico

DTIC Science & Technology

2001-12-01

Explosive Test Site Program Definition and Risk Reduction Permissible Exposure Limit Program Executive Office Propellants, Explosives, and...each test vehicle is flown in the captive mode and critical systems are functioned to further remove risk of failure due to the flight environment...of other inferior missiles would require a larger number of missiles, at increased procurement costs and risk to aircraft and crew, in order to

Cooperative Collision Avoidance Step 1 - Technology Demonstration Flight Test Report. Revision 1

NASA Technical Reports Server (NTRS)

Trongale, Nicholas A.

2006-01-01

The National Aeronautics and Space Administration (NASA) Access 5 Project Office sponsored a cooperative collision avoidance flight demonstration program for unmanned aircraft systems (UAS). This flight test was accomplished between September 21st and September 27th 2005 from the Mojave Airport, Mojave, California. The objective of these flights was to collect data for the Access 5 Cooperative Collision Avoidance (CCA) Work Package simulation effort, i.e., to gather data under select conditions to allow validation of the CCA simulation. Subsequent simulation to be verified were: Demonstrate the ability to detect cooperative traffic and provide situational awareness to the ROA pilot; Demonstrate the ability to track the detected cooperative traffic and provide position information to the ROA pilot; Demonstrate the ability to determine collision potential with detected cooperative traffic and provide notification to the ROA pilot; Demonstrate that the CCA subsystem provides information in sufficient time for the ROA pilot to initiate an evasive maneuver to avoid collision; Demonstrate an evasive maneuver that avoids collision with the threat aircraft; and lastly, Demonstrate the ability to assess the adequacy of the maneuver and determine that the collision potential has been avoided. The Scaled Composites, LLC Proteus Optionally Piloted Vehicle (OPV) was chosen as the test platform. Proteus was manned by two on-board pilots but was also capable of being controlled from an Air Vehicle Control Station (AVCS) located on the ground. For this demonstration, Proteus was equipped with cooperative collision sensors and the required hardware and software to place the data on the downlink. Prior to the flight phase, a detailed set of flight test scenarios were developed to address the flight test objectives. Two cooperative collision avoidance sensors were utilized for detecting aircraft in the evaluation: Traffic Alert and Collision Avoidance System-II (TCAS-II) and Automatic Dependent Surveillance Broadcast (ADS-B). A single intruder aircraft was used during all the flight testing, a NASA Gulfstream III (G-III). During the course of the testing, six geometrically different near-collision scenarios were evaluated. These six scenarios were each tested using various combinations of sensors and collision avoidance software. Of the 54 planned test points 49 were accomplished successfully. Proteus flew a total of 21.5 hours during the testing and the G-III flew 19.8 hours. The testing fully achieved all flight test objectives. The Flight IPT performed an analysis to determine the accuracy of the simulation model used to predict the location of the host aircraft downstream during an avoidance maneuver. The data collected by this flight program was delivered to the Access 5 Cooperative Collision Avoidance (CCA) Work Package Team who was responsible for reporting on their analysis of this flight data.

NASA. Marshall Space Flight Center Hydrostatic Bearing Activities

NASA Technical Reports Server (NTRS)

Benjamin, Theodore G.

1991-01-01

The basic approach for analyzing hydrostatic bearing flows at the Marshall Space Flight Center (MSFC) is briefly discussed. The Hydrostatic Bearing Team has responsibility for assessing and evaluating flow codes; evaluating friction, ignition, and galling effects; evaluating wear; and performing tests. The Office of Aerospace and Exploration Technology Turbomachinery Seals Tasks consist of tests and analysis. The MSFC in-house analyses utilize one-dimensional bulk-flow codes. Computational fluid dynamics (CFD) analysis is used to enhance understanding of bearing flow physics or to perform parametric analysis that are outside the bulk flow database. As long as the bulk flow codes are accurate enough for most needs, they will be utilized accordingly and will be supported by CFD analysis on an as-needed basis.

The Sundown of the United States Marine Corps Naval Flight Officer Military Occupational Specialties

DTIC Science & Technology

2010-04-20

EIA-6B Electronics Warfare Officer (EWO) will complete their training in FY2015 and FY2017, respectively, with the last Fl A-18D and El A-6B squadrons...Capability (IOC) of the F-4 Phantom, A-6 Intruder, and the OV -10 Bronco introduced the requirement for Naval Flight Officers and Aerial Observers (AO...Officer (ECMO) to target Surface to Air Radars during the Vietnam War and was subsequently replaced by the four-seat E/A-6B. The OV-10 Bronco , roc in

Flight Dynamics Operations: Methods and Lessons Learned from Space Shuttle Orbit Operations

NASA Technical Reports Server (NTRS)

Cutri-Kohart, Rebecca M.

2011-01-01

The Flight Dynamics Officer is responsible for trajectory maintenance of the Space Shuttle. This paper will cover high level operational considerations, methodology, procedures, and lessons learned involved in performing the functions of orbit and rendezvous Flight Dynamics Officer and leading the team of flight dynamics specialists during different phases of flight. The primary functions that will be address are: onboard state vector maintenance, ground ephemeris maintenance, calculation of ground and spacecraft acquisitions, collision avoidance, burn targeting for the primary mission, rendezvous, deorbit and contingencies, separation sequences, emergency deorbit preparation, mass properties coordination, payload deployment planning, coordination with the International Space Station, and coordination with worldwide trajectory customers. Each of these tasks require the Flight Dynamics Officer to have cognizance of the current trajectory state as well as the impact of future events on the trajectory plan in order to properly analyze and react to real-time changes. Additionally, considerations are made to prepare flexible alternative trajectory plans in the case timeline changes or a systems failure impact the primary plan. The evolution of the methodology, procedures, and techniques used by the Flight Dynamics Officer to perform these tasks will be discussed. Particular attention will be given to how specific Space Shuttle mission and training simulation experiences, particularly off-nominal or unexpected events such as shortened mission durations, tank failures, contingency deorbit, navigation errors, conjunctions, and unexpected payload deployments, have influenced the operational procedures and training for performing Space Shuttle flight dynamics operations over the history of the program. These lessons learned can then be extended to future vehicle trajectory operations.

Electric Propulsion Space Experiment (ESEX): Spacecraft design issues for high-power electric propulsion

NASA Astrophysics Data System (ADS)

Kriebel, Mary M.; Sanks, Terry M.

1992-02-01

Electric propulsion provides high specific impulses, and low thrust when compared to chemical propulsion systems. Therefore, electric propulsion offers improvements over chemical systems such as increased station-keeping time, prolonged on-orbit maneuverability, low acceleration of large structures, and increased launch vehicle flexibility. The anticipated near-term operational electric propulsion system for an electric orbit transfer vehicle is an arcjet propulsion system. Towards this end, the USAF's Phillips Laboratory (PL) has awarded a prime contract to TRW Space & Technology Group to design, build, and space qualify a 30-kWe class arcjet as well as develop and demonstrate, on the ground, a flight-qualified arcjet propulsion flight unit. The name of this effort is the 30 kWe Class Arcjet Advanced Technology Transition Demonstration (Arcjet ATTD) program. Once the flight unit has completed its ground qualification test, it will be given to the Space Test and Transportation Program Office of the Air Force's Space Systems Division (ST/T) for launch vehicle integration and space test. The flight unit's space test is known as the Electric Propulsion Space Experiment (ESEX). ESEX's mission scenario is 10 firings of 15 minutes each. The objectives of the ESEX flight are to measure arcjet plume deposition, electromagnetic interference, thermal radiation, and acceleration in space. Plume deposition, electromagnetic interference, and thermal radiation are operational issues that are primarily being answered for operational use. This paper describes the Arcjet ATTD flight unit design and identifies specifically how the diagnostic data will be collected as part of the ESEX program.

KSC-2012-1308

NASA Image and Video Library

2011-12-21

LOUISVILLE, Colo. – During NASA's Commercial Crew Development Round 2 CCDev2) activities for the Commercial Crew Program CCP, Sierra Nevada Corp. SNC delivered the primary structure of its Dream Chaser flight test vehicle to the company’s office in Louisville, Colo. SNC engineers currently are assembling the full-scale prototype, which includes the integration of secondary structures and subsystems. This all-composite structure of the company's planned winged spacecraft, the Dream Chaser, will be used to carry out several remaining CCDev2 milestones including a captive carry flight and the first approach and landing test of the spacecraft. During the captive carry flight, a carrier aircraft will the Dream Chaser vehicle over NASA's Dryden Flight Research Center in Edwards, Calif. Sierra Nevada is one of seven companies NASA entered into Space Act Agreements SAAs with during CCDev2 to aid in the innovation and development of American-led commercial capabilities for crew transportation and rescue services to and from the International Space Station and other low Earth orbit destinations. For information about CCP, visit www.nasa.gov/commercialcrew. Photo credit: Sierra Nevada Corp.

Ares I-X Flight Test--The Future Begins Here

NASA Technical Reports Server (NTRS)

Davis, Stephan R.; Tuma, Margaret L.; Heitzman, Keith

2007-01-01

In less than two years, the National Aeronautics and Space Administration (NASA) will launch the Ares I-X mission. This will be the first flight of the Ares I crew launch vehicle, which, together with the Ares V cargo launch vehicle, will eventually send humans to the Moon, Mars, and beyond. As the countdown to this first Ares mission continues, personnel from across the Ares I-X Mission Management Office (MMO) are finalizing designs and fabricating vehicle hardware for a 2009 launch. This paper will discuss the hardware and programmatic progress of the Ares I-X mission.

KSC-97pc183

NASA Image and Video Library

1997-01-21

STS-82 crew members ride in and learn how to operate an M-113 armored personnel carrier during Terminal Countdown Demonstration Test (TCDT) activities prior to launch. The four crew members dressed in their blue flight suits and visible here are, from left, Pilot Scott J. "Doc" Horowitz, Mission Specialist Joseph R. "Joe" Tanner, Mission Commander Kenneth D. Bowersox and Payload Commander Mark C. Lee. George Hoggard, a training officer with KSC Fire Services, is visible in the background at left. The 10-day STS-82 flight, which will be the second Hubble Space Telescope servicing mission, is targeted for a Feb. 11 liftoff

NASA Handbook for Spacecraft Structural Dynamics Testing

NASA Technical Reports Server (NTRS)

Kern, Dennis L.; Scharton, Terry D.

2005-01-01

Recent advances in the area of structural dynamics and vibrations, in both methodology and capability, have the potential to make spacecraft system testing more effective from technical, cost, schedule, and hardware safety points of view. However, application of these advanced test methods varies widely among the NASA Centers and their contractors. Identification and refinement of the best of these test methodologies and implementation approaches has been an objective of efforts by the Jet Propulsion Laboratory on behalf of the NASA Office of the Chief Engineer. But to develop the most appropriate overall test program for a flight project from the selection of advanced methodologies, as well as conventional test methods, spacecraft project managers and their technical staffs will need overall guidance and technical rationale. Thus, the Chief Engineer's Office has recently tasked JPL to prepare a NASA Handbook for Spacecraft Structural Dynamics Testing. An outline of the proposed handbook, with a synopsis of each section, has been developed and is presented herein. Comments on the proposed handbook are solicited from the spacecraft structural dynamics testing community.

NASA Handbook for Spacecraft Structural Dynamics Testing

NASA Technical Reports Server (NTRS)

Kern, Dennis L.; Scharton, Terry D.

2004-01-01

Recent advances in the area of structural dynamics and vibrations, in both methodology and capability, have the potential to make spacecraft system testing more effective from technical, cost, schedule, and hardware safety points of view. However, application of these advanced test methods varies widely among the NASA Centers and their contractors. Identification and refinement of the best of these test methodologies and implementation approaches has been an objective of efforts by the Jet Propulsion Laboratory on behalf of the NASA Office of the Chief Engineer. But to develop the most appropriate overall test program for a flight project from the selection of advanced methodologies, as well as conventional test methods, spacecraft project managers and their technical staffs will need overall guidance and technical rationale. Thus, the Chief Engineer's Office has recently tasked JPL to prepare a NASA Handbook for Spacecraft Structural Dynamics Testing. An outline of the proposed handbook, with a synopsis of each section, has been developed and is presented herein. Comments on the proposed handbook is solicited from the spacecraft structural dynamics testing community.

Computer graphic of Lockheed Martin Venturestar Reusable Launch Vehicle (RLV) releasing a satellite

NASA Technical Reports Server (NTRS)

1997-01-01

This is an artist's conception of the NASA/Lockheed Martin Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV) releasing a satellite into orbit around the earth. NASA's Dryden Flight Research Center, Edwards, California, was to play a key role in the development and flight testing of the X-33, which is a technology demonstrator vehicle for the RLV. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was 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 were to improve U.S. economic competitiveness. NASA Headquarter's Office of Space Access and Technology oversaw the RLV program, which was being managed by the RLV Office at NASA's Marshall Space Flight Center, located in Huntsville, Alabama. Responsibilities of other NASA Centers included: Johnson Space Center, Houston, Texas, guidance navigation and control technology, manned space systems, and health technology; Ames Research Center, Mountain View, CA., thermal protection system testing; Langley Research Center, Langley, Virginia, wind tunnel testing and aerodynamic analysis; and Kennedy Space Center, Florida, RLV operations and health management. Lockheed Martin's industry partners in the X-33 program are: Astronautics, Inc., Denver, Colorado, and Huntsville, Alabama; Engineering & Science Services, Houston, Texas; Manned Space Systems, New Orleans, LA; Sanders, Nashua, NH; and Space Operations, Titusville, Florida. Other industry partners are: Rocketdyne, Canoga Park, California; Allied Signal Aerospace, Teterboro, NJ; Rohr, Inc., Chula Vista, California; and Sverdrup Inc., St. Louis, Missouri.

Ares I-X Flight Test - On the Fast Track to the Future

NASA Technical Reports Server (NTRS)

Davis, Stephan R.; Robinson, Kimberly F.

2008-01-01

In less than two years, the National Aeronautics and Space Administration (NASA) will launch the Ares I-X mission. This will be the first flight of the Ares I crew launch vehicle, which, together with the Ares V cargo launch vehicle, will send humans to the Moon and beyond. Personnel from the Ares I-X Mission Management Office (MMO) are finalizing designs and fabricating vehicle hardware for an April 2009 launch. Ares I-X will be a suborbital development flight test that will gather critical data about the flight dynamics of the integrated launch vehicle stack; understand how to control its roll during flight; better characterize the severe stage separation environments that the upper stage engine will experience during future flights; and demonstrate the first stage recovery system. NASA also will modify the launch infrastructure and ground and mission operations. The Ares I-X Flight Test Vehicle (FTV) will incorporate flight and mockup hardware similar in mass and weight to the operational vehicle. It will be powered by a four-segment Solid Rocket Booster (SRB), which is currently in Shuttle inventory, and will include a fifth spacer segment and new forward structures to make the booster approximately the same size and weight as the five-segment SRB. The Ares I-X flight profile will closely approximate the flight conditions that the Ares I will experience through Mach 4.5, up to approximately130,OOO feet and through maximum dynamic pressure ("Max Q") of approximately 800 pounds per square foot. Data from the Ares I-X flight will support the Ares I Critical Design Review (CDR), scheduled for 2010. Work continues on Ares I-X design and hardware fabrication. All of the individual elements are undergoing CDRs, followed by an integrated vehicle CDR in March 2008. The various hardware elements are on schedule to begin deliveries to Kennedy Space Center (KSC) in early September 2008.

Application and use of spinal immobilization devices in zero-gravity flight

NASA Technical Reports Server (NTRS)

Krupa, Debra T.; Gosbee, John; Billica, Roger; Boyce, Joey B.

1991-01-01

A KC-135 parabolic flight was performed for the purpose of evaluation of spinal immobilization techniques in microgravity. The flight followed the standard 40 parabola profile with four NASA/KRUG experimenters involved. One performed as coordinator/recorder, one as test subject, and two as the Crew Medical Officers (CMO). The flight was to evaluate the application of spinal immobilization devices and techniques in microgravity as are performed during initial stabilization or patient transport scenarios. The sequence of detail for examination of the following objectives included: attempted cervical spine immobilization with all free floating, the patient restrained to the floor, various hand positioning techniques; c-collar placement; Kendrick Extrication Device (KED) application with various restraints for patient and CMO; patient immobilization and transport using the KED; patient transported on KED and spine board. Observations for each task are included. Major conclusions and issues are also included.

Deployed Flight Test of the Iraqi Air Force Comp Air 7SLX (CA-7)

DTIC Science & Technology

2014-02-28

making. 15. SUBJECT TERMS CA-7 aircraft; Comp Air 7SLX aircraft; Iraq; developmental test and evaluation; turboprop aircraft; composite aircraft...high-wing, six-seat composite aircraft was powered by a Walter M601 657 horsepower turboprop engine. The engine, manufactured in the Czech Republic...Major Charles Stuart Farmer of the AFFTC’s Safety Office, who had experience with the small, turboprop - powered Beechcraft T-6 Texan II, was the

Aircraft Brake Systems Testing Handbook.

DTIC Science & Technology

1981-05-01

distribution is unlimited. AIR FORCE FLIGHT TEST CENTER EDWARDS AIR FORCE BASE , CALIFORNIA AIR FORCE SYSTEMS COMMAND UNITED STATES AIR FORCE A This handbook... Base , California 93523. This handbook has been reviewed and cleared for open publication and/or public release by the AFFTC Office of Public Affairs in...Force lbs Ft Engine Thrust lbs F vrt Vertical Force acting on the tire at the qround lbs 9 Acceleration due to gravity 32.17 ft/sec 2 h Distance

Launch Vehicles

NASA Image and Video Library

2007-09-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. In this HD video image, the first stage reentry 1/2% model is undergoing pressure measurements inside the wind tunnel testing facility at MSFC. (Highest resolution available)

KENNEDY SPACE CENTER, FLA. - Astronaut Tim Kopra (facing camera) aids in Intravehicular Activity (IVA) constraints testing on the Italian-built Node 2, a future element of the International Space Station. The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

NASA Image and Video Library

2004-02-03

KENNEDY SPACE CENTER, FLA. - Astronaut Tim Kopra (facing camera) aids in Intravehicular Activity (IVA) constraints testing on the Italian-built Node 2, a future element of the International Space Station. The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

KENNEDY SPACE CENTER, FLA. - Astronaut Tim Kopra talks to a technician (off-camera) during Intravehicular Activity (IVA) constraints testing on the Italian-built Node 2, a future element of the International Space Station. The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

NASA Image and Video Library

2004-02-03

KENNEDY SPACE CENTER, FLA. - Astronaut Tim Kopra talks to a technician (off-camera) during Intravehicular Activity (IVA) constraints testing on the Italian-built Node 2, a future element of the International Space Station. The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

Investigation of water quality parameters at selected points on the Tennessee River

NASA Technical Reports Server (NTRS)

Manger, M. C.

1973-01-01

Physical, chemical, and biological water quality parameters have been investigated at the Widow's Creek steam plant. The water quality parameters and field site locations have been selected so as to be compatible with the interests and needs of the Environmental Application Office at Marshall Space Flight Center. All sampling and testing was conducted as directed in the 13th Edition of Standard Methods of Analysis for Water and Waste Water or as suggested by NASA'S Technical Officer. Data is presented in a form compatible with that presently being collected by other agencies.

Expedition 11 Science Officer and Flight Engineer John Phillips in Node 1/Unity

NASA Image and Video Library

2005-04-17

ISS011-E-05161 (17 April 2005) --- Astronaut John L. Phillips, Expedition 11 NASA ISS science officer and flight engineer, uses the ISS wet/dry vacuum cleaner assembly to catch floating debris from the top of a food can in the Unity node of the International Space Station (ISS).

Ares I-X: First Step in a New Era of Exploration

NASA Technical Reports Server (NTRS)

Davis, Stephan R.

2010-01-01

Since 2005, NASA's Constellation Program has been designing, building, and testing the next generation of launch and space vehicles to carry humans beyond low-Earth orbit (LEO). On October 28, 2009, the Ares Projects successfully launched the first suborbital development flight test of the Ares I crew launch vehicle, Ares I-X, from Kennedy Space Center (KSC). Although the final Constellation Program architecture is under review, data and lessons obtained from Ares I-X can be applied to any launch vehicle. This presentation will discuss the mission background and future impacts of the flight. Ares I is designed to carry up to four astronauts to the International Space Station (ISS). It also can be used with the Ares V cargo launch vehicle for a variety of missions beyond LEO. The Ares I-X development flight test was conceived in 2006 to acquire early engineering, operations, and environment data during liftoff, ascent, and first stage recovery. Engineers are using the test flight data to improve the Ares I design before its critical design review the final review before manufacturing of the flight vehicle begins. The Ares I-X flight test vehicle incorporated a mix of flight and mockup hardware, reflecting a similar length and mass to the operational vehicle. It was powered by a four-segment SRB from the Space Shuttle inventory, and was modified to include a fifth, spacer segment that made the booster approximately the same size as the five-segment SRB. The Ares I-X flight closely approximated flight conditions the Ares I will experience through Mach 4.5, performing a first stage separation at an altitude of 125,000 feet and reaching a maximum dynamic pressure ("Max Q") of approximately 850 pounds per square foot. The Ares I-X Mission Management Office (MMO) was organized functionally to address all the major test elements, including: first stage, avionics, and roll control (Marshall Space Flight Center); upper stage simulator (Glenn Research Center); crew module/launch abort system simulator (Langley Research Center); and ground systems and operations (KSC). Interfaces between vehicle elements and vehicle-ground elements, as well as environment analyses were performed by a systems engineering and integration team at Langley. Experience and lessons learned from these integrated product teams area are already being integrated into the Ares Projects to support the next generation of exploration launch vehicles.

Performance-Based Occupational Strength Testing for Candidate Navy Pilots/Naval Flight Officers.

DTIC Science & Technology

1995-08-15

Classification in accordance with U.S. Security Regulations (i.e., UNCLASSIFIED). If form contains classified information, stamp classification on the top...34Developing job-related preplacement medical examinations." Journal of Occupational Medicine. 23(7): 469-476. 1981. Federal regulations ...transition training for already qualified aviators. Analysis included a review of: current Army Regulations governing prerequisites for combat

KSC-2014-4703

NASA Image and Video Library

2014-12-04

CAPE CANAVERAL, Fla. -- In the Kennedy Space Center’s Press Site auditorium, Dan Collins, United Launch Alliance chief operating officer spoke to members of the news media about the postponement of the Orion Flight Test launch due to an issue related to fill and drain valves on the Delta IV Heavy rocket. For more information, visit www.nasa.gov/orion Photo credit: NASA/Frankie Martin

NASA's Advanced Space Transportation Hypersonic Program

NASA Technical Reports Server (NTRS)

Hueter, Uwe; McClinton, Charles; Cook, Stephen (Technical Monitor)

2002-01-01

NASA's has established long term goals for access-to-space. NASA's third generation launch systems are to be fully reusable and operational in approximately 25 years. The goals for third generation launch systems are to reduce cost by a factor of 100 and improve safety by a factor of 10,000 over current conditions. The Advanced Space Transportation Program Office (ASTP) at NASA's Marshall Space Flight Center in Huntsville, AL has the agency lead to develop third generation space transportation technologies. The Hypersonics Investment Area, part of ASTP, is developing the third generation launch vehicle technologies in two main areas, propulsion and airframes. The program's major investment is in hypersonic airbreathing propulsion since it offers the greatest potential for meeting the third generation launch vehicles. The program will mature the technologies in three key propulsion areas, scramjets, rocket-based combined cycle and turbine-based combination cycle. Ground and flight propulsion tests are being planned for the propulsion technologies. Airframe technologies will be matured primarily through ground testing. This paper describes NASA's activities in hypersonics. Current programs, accomplishments, future plans and technologies that are being pursued by the Hypersonics Investment Area under the Advanced Space Transportation Program Office will be discussed.

NASA's Spaceliner 100 Investment Area Technology Activities

NASA Technical Reports Server (NTRS)

Hueter, Uwe; Lyles, Garry M. (Technical Monitor)

2001-01-01

NASA's has established long term goals for access-to-space. The third generation launch systems are to be fully reusable and operational around 2025. The goals for the third generation launch system are to reduce cost by a factor of 100 and improve safety by a factor of 10,000 over current conditions. The Advanced Space Transportation Program Office (ASTP) at the NASA's Marshall Space Flight Center in Huntsville, AL has the agency lead to develop space transportation technologies. Within ASTP, under the Spaceliner100 Investment Area, third generation technologies are being pursued in the areas of propulsion, airframes, integrated vehicle health management (IVHM), launch systems, and operations and range. The ASTP program will mature these technologies through ground system testing. Flight testing where required, will be advocated on a case by case basis.

Ares I Upper Stage Pressure Tests in Wind Tunnel

NASA Technical Reports Server (NTRS)

2007-01-01

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. In this HD video image, the first stage reentry 1/2% model is undergoing pressure measurements inside the wind tunnel testing facility at MSFC. (Highest resolution available)

Launch Vehicles

NASA Image and Video Library

2007-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts confidence testing of a manufactured aluminum panel that will fabricate the Ares I upper stage barrel. In this test, bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

Launch Vehicles

NASA Image and Video Library

2007-07-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. In this HD video image, an Ares I x-test involves the upper stage separating from the first stage. This particular test was conducted at the NASA Langley Research Center in July 2007. (Highest resolution available)

Dust-penetrating (DUSPEN) see-through lidar for helicopter situational awareness in DVE

NASA Astrophysics Data System (ADS)

Murray, James T.; Seely, Jason; Plath, Jeff; Gotfredson, Eric; Engel, John; Ryder, Bill; Van Lieu, Neil; Goodwin, Ron; Wagner, Tyler; Fetzer, Greg; Kridler, Nick; Melancon, Chris; Panici, Ken; Mitchell, Anthony

2013-10-01

Areté Associates recently developed and flight tested a next-generation low-latency near real-time dust-penetrating (DUSPEN) imaging lidar system. These tests were accomplished for Naval Air Warfare Center (NAWC) Aircraft Division (AD) 4.5.6 (EO/IR Sensor Division) under the Office of Naval Research (ONR) Future Naval Capability (FNC) Helicopter Low-Level Operations (HELO) Product 2 program. Areté's DUSPEN system captures full lidar waveforms and uses sophisticated real-time detection and filtering algorithms to discriminate hard target returns from dust and other obscurants. Down-stream 3D image processing methods are used to enhance pilot visualization of threat objects and ground features during severe DVE conditions. This paper presents results from these recent flight tests in full brown-out conditions at Yuma Proving Grounds (YPG) from a CH-53E Super Stallion helicopter platform.

Dust-Penetrating (DUSPEN) "see-through" lidar for helicopter situational awareness in DVE

NASA Astrophysics Data System (ADS)

Murray, James T.; Seely, Jason; Plath, Jeff; Gotfreson, Eric; Engel, John; Ryder, Bill; Van Lieu, Neil; Goodwin, Ron; Wagner, Tyler; Fetzer, Greg; Kridler, Nick; Melancon, Chris; Panici, Ken; Mitchell, Anthony

2013-05-01

Areté Associates recently developed and flight tested a next-generation low-latency near real-time dust-penetrating (DUSPEN) imaging lidar system. These tests were accomplished for Naval Air Warfare Center (NAWC) Aircraft Division (AD) 4.5.6 (EO/IR Sensor Division) under the Office of Naval Research (ONR) Future Naval Capability (FNC) Helicopter Low-Level Operations (HELO) Product 2 program. Areté's DUSPEN system captures full lidar waveforms and uses sophisticated real-time detection and filtering algorithms to discriminate hard target returns from dust and other obscurants. Down-stream 3D image processing methods are used to enhance pilot visualization of threat objects and ground features during severe DVE conditions. This paper presents results from these recent flight tests in full brown-out conditions at Yuma Proving Grounds (YPG) from a CH-53E Super Stallion helicopter platform.

Aircraft digital flight control technical review

NASA Technical Reports Server (NTRS)

Davenport, Otha B.; Leggett, David B.

1993-01-01

The Aircraft Digital Flight Control Technical Review was initiated by two pilot induced oscillation (PIO) incidents in the spring and summer of 1992. Maj. Gen. Franklin (PEO) wondered why the Air Force development process for digital flight control systems was not preventing PIO problems. Consequently, a technical review team was formed to examine the development process and determine why PIO problems continued to occur. The team was also to identify the 'best practices' used in the various programs. The charter of the team was to focus on the PIO problem, assess the current development process, and document the 'best practices.' The team reviewed all major USAF aircraft programs with digital flight controls, specifically, the F-15E, F-16C/D, F-22, F-111, C-17, and B-2. The team interviewed contractor, System Program Office (SPO), and Combined Test Force (CTF) personnel on these programs. The team also went to NAS Patuxent River to interview USN personnel about the F/A-18 program. The team also reviewed experimental USAF and NASA systems with digital flight control systems: X-29, X-31, F-15 STOL and Maneuver Technology Demonstrator (SMTD), and the Variable In-Flight Stability Test Aircraft (VISTA). The team also discussed the problem with other experts in the field including Ralph Smith and personnel from Calspan. The major conclusions and recommendations from the review are presented.

Occupational Ocular UV Exposure in Civilian Aircrew.

PubMed

Chorley, Adrian C; Baczynska, Katarzyna A; Benwell, Martin J; Evans, Bruce J W; Higlett, Michael P; Khazova, Marina; O'Hagan, John B

2016-01-01

Ultraviolet radiation (UVR) increases with altitude; however, there are a number of other factors which may influence ocular exposure during flight. The aim of this study was to assess ocular UVR exposure of pilots in airline and off-shore helicopter operations on different aircraft types and to compare with exposure in a typical office environment. In-flight data were captured on equipment including a CCD array spectroradiometer on five return sector European airline flights and one transatlantic flight from London Gatwick in addition to four helicopter flights from Aberdeen Dyce airport. Further data were collected in an office environment from three workstations during summer and winter months. A wide variation in ocular UVA dose was found during flights. The main factor influencing exposure was the UVR transmission of the windshield, which fell into two distinct profile types. In an aircraft with good UVA blocking properties, ocular exposure was found to be equivalent to office exposure and did not exceed international guideline limits regardless of external conditions or flight time. Most aircraft assessed had poor UVA blocking windshields which resulted in an ocular exposure to the unprotected eye in excess of international guideline limits (up to between 4.5 to 6.5 times greater during one flight). No significant UVB dose was found. Pilots should be warned of the potential high UVA exposure during flight and advised on the use of sunglasses. A windshield labeling system would allow the pilot to tailor their eye protection practices to that particular aircraft.

14 CFR 375.22 - Flight operations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Flight operations. 375.22 Section 375.22 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT OF TRANSPORTATION (AVIATION PROCEEDINGS) SPECIAL... Flight operations. Flights of foreign civil aircraft in the United States shall be conducted in...

14 CFR 375.22 - Flight operations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false Flight operations. 375.22 Section 375.22 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT OF TRANSPORTATION (AVIATION PROCEEDINGS) SPECIAL... Flight operations. Flights of foreign civil aircraft in the United States shall be conducted in...

14 CFR 375.22 - Flight operations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false Flight operations. 375.22 Section 375.22 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT OF TRANSPORTATION (AVIATION PROCEEDINGS) SPECIAL... Flight operations. Flights of foreign civil aircraft in the United States shall be conducted in...

14 CFR 375.22 - Flight operations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false Flight operations. 375.22 Section 375.22 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT OF TRANSPORTATION (AVIATION PROCEEDINGS) SPECIAL... Flight operations. Flights of foreign civil aircraft in the United States shall be conducted in...

14 CFR 375.22 - Flight operations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false Flight operations. 375.22 Section 375.22 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT OF TRANSPORTATION (AVIATION PROCEEDINGS) SPECIAL... Flight operations. Flights of foreign civil aircraft in the United States shall be conducted in...

Hardware and Programmatic Progress on the Ares I-X Flight Test

NASA Technical Reports Server (NTRS)

Davis, Stephan R.

2008-01-01

In less than two years, the National Aeronautics and Space Administration (NASA) will execute the Ares I-X mission. This will be the first flight of the Ares I crew launch vehicle; which, together with the Ares V cargo launch vehicle (Figure 1), will eventually send humans to the Moon, Mars, and beyond. As the countdown to this first Ares mission continues, personnel from across the Ares I-X Mission Management Office (MMO) are finalizing designs and, in some cases, already fabricating vehicle hardware in preparation for an April 2009 launch. This paper will discuss the hardware and programmatic progress of the Ares I-X mission.

STS-82 Crew Members in M-113 armored personnel carrier during TCDT

NASA Technical Reports Server (NTRS)

1997-01-01

STS-82 crew members ride in and learn how to operate an M-113 armored personnel carrier during Terminal Countdown Demonstration Test (TCDT) activities prior to launch. The four crew members dressed in their blue flight suits and visible here are, from left, Pilot Scott J. 'Doc' Horowitz, Mission Specialist Joseph R. 'Joe' Tanner, Mission Commander Kenneth D. Bowersox and Payload Commander Mark C. Lee. George Hoggard, a training officer with KSC Fire Services, is visible in the background at left. The 10- day STS-82 flight, which will be the second Hubble Space Telescope servicing mission, is targeted for a Feb. 11 liftoff.

SonicBAT News Conference

NASA Image and Video Library

2017-08-17

In the Kennedy Space Center's Press Site auditorium, Laura Henning, public information officer for the Canaveral National Seashore, speaks to members of the media at a news conference to discuss upcoming flight tests to study the effects of sonic booms. Kennedy is partnering with Armstrong, Langley and Space Florida for a program called SonicBAT for Sonic Booms in Atmospheric Turbulence. Starting in August, NASA F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers on the ground measure the effects of low-altitude turbulence on sonic booms. The study could lead to technology mitigating the annoying sonic booms making possible supersonic flights over populated areas.

NASA's Advanced Propulsion Technology Activities for Third Generation Fully Reusable Launch Vehicle Applications

NASA Technical Reports Server (NTRS)

Hueter, Uwe

2000-01-01

NASA's Office of Aeronautics and Space Transportation Technology (OASTT) established the following three major goals, referred to as "The Three Pillars for Success": Global Civil Aviation, Revolutionary Technology Leaps, and Access to Space. The Advanced Space Transportation Program Office (ASTP) at the NASA's Marshall Space Flight Center in Huntsville, Ala. focuses on future space transportation technologies under the "Access to Space" pillar. The Propulsion Projects within ASTP under the investment area of Spaceliner100, focus on the earth-to-orbit (ETO) third generation reusable launch vehicle technologies. The goals of Spaceliner 100 is to reduce cost by a factor of 100 and improve safety by a factor of 10,000 over current conditions. The ETO Propulsion Projects in ASTP, are actively developing combination/combined-cycle propulsion technologies that utilized airbreathing propulsion during a major portion of the trajectory. System integration, components, materials and advanced rocket technologies are also being pursued. Over the last several years, one of the main thrusts has been to develop rocket-based combined cycle (RBCC) technologies. The focus has been on conducting ground tests of several engine designs to establish the RBCC flowpaths performance. Flowpath testing of three different RBCC engine designs is progressing. Additionally, vehicle system studies are being conducted to assess potential operational space access vehicles utilizing combined-cycle propulsion systems. The design, manufacturing, and ground testing of a scale flight-type engine are planned. The first flight demonstration of an airbreathing combined cycle propulsion system is envisioned around 2005. The paper will describe the advanced propulsion technologies that are being being developed under the ETO activities in the ASTP program. Progress, findings, and future activities for the propulsion technologies will be discussed.

STS-125 Flight Controllers on Console - (Orbit Shift 1). Flight Director: Anthony Ceccacci

NASA Image and Video Library

2009-05-14

JSC2009-E-120480 (14 May 2009) --- Tomas Gonzalez-Torres, STS-125 lead spacewalk officer, monitors data at his console in the space shuttle flight control room in the Mission Control Center at NASA's Johnson Space Center during flight day four activities.

STS-125 Flight Controllers on Console - (Orbit Shift 1). Flight Director: Anthony Ceccacci

NASA Image and Video Library

2009-05-14

JSC2009-E-120486 (14 May 2009) --- Tomas Gonzalez-Torres, STS-125 lead spacewalk officer, monitors data at his console in the space shuttle flight control room in the Mission Control Center at NASA's Johnson Space Center during flight day four activities.

14 CFR 142.11 - Application for issuance or amendment.

Code of Federal Regulations, 2012 CFR

2012-01-01

... flight simulator or flight training device, the make, model, and series of airplane or the set of... simulator and flight training device subject to qualification evaluation by the Administrator, the... Flight Standards District Office that has jurisdiction over the area in which the applicant's principal...

14 CFR 142.11 - Application for issuance or amendment.

Code of Federal Regulations, 2014 CFR

2014-01-01

... flight simulator or flight training device, the make, model, and series of airplane or the set of... simulator and flight training device subject to qualification evaluation by the Administrator, the... Flight Standards District Office that has jurisdiction over the area in which the applicant's principal...

14 CFR 142.11 - Application for issuance or amendment.

Code of Federal Regulations, 2013 CFR

2013-01-01

... flight simulator or flight training device, the make, model, and series of airplane or the set of... simulator and flight training device subject to qualification evaluation by the Administrator, the... Flight Standards District Office that has jurisdiction over the area in which the applicant's principal...

Society of U.S. Air Force Surgeons’ 2010 State of the Flight Surgeon Survey: The Medical Treatment Facility Commander’s Perspective

DTIC Science & Technology

2010-08-01

filling an active billet as a flight surgeon may be very short (i.e., immediate), as in the case of a general medical officer ( GMO ), or very long...Inexperience (9/19) • The two assigned flight surgeons are general medical officers ( GMOs ). It is difficult to complete the necessary training at a...other two are newly assigned GMOs , who are motivated but are still in the learning phase. I have no doubt they will eventually grow into outstanding

X-34 Experimental Aeroheating at Mach 6 and 10

NASA Technical Reports Server (NTRS)

Berry, Scott A.; Horvath, Thomas J.; DiFulvio, Michael; Glass, Christopher; Merski, N. Ronald

1998-01-01

Critical technologies are being developed to support the goals of the NASA Office of Aeronautics and Space Transportation Technology Access to Space initiative for next-generation reusable space transportation systems. From the perspective of aerothermodynamic performance throughout the flight trajectory, the Reusable Launch Vehicle program incorporates conceptual analysis, ground-based testing, and computational fluid dynamics to provide flyable suborbital flight demonstrator vehicles. This report provides an overview of the hypersonic aeroheating wind tunnel test program conducted at the NASA Langley Research Center in support of one of these vehicles, the X-34 small reusable technology demonstrator program. Global surface heat transfer images, surface streamline patterns, and shock shapes were measured on 0.0153- and 0.0183-scale models of proposed X-34 flight vehicles at Mach 6 and 10 in air. The primary parametrics that were investigated include angles-of-attack from 0 to 35 deg. and freestream unit Reynolds numbers from 0.5 to 8 million per foot (which was sufficient to produce laminar, transitional, and turbulent heating data), both with and without control surface deflections. Comparisons of the experimental data to computational predictions are included, along with a discussion of the implications of some of the experimental flow features for the flight vehicle.

Expedition 11 Science Officer and Flight Engineer John Phillips in Node 1/ Unity

NASA Image and Video Library

2005-04-17

ISS011-E-05163 (17 April 2005) --- Astronaut John L. Phillips, Expedition 11 NASA ISS science officer and flight engineer, poses for a photo with the ISS wet/dry vacuum cleaner assembly he used to catch floating debris from the top of a food can in the Unity node of the International Space Station (ISS).

Nils Larson

NASA Image and Video Library

2007-03-16

Nils Larson is a research pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, Calif. Larson joined NASA in February 2007 and will fly the F-15, F-18, T-38 and ER-2. Prior to joining NASA, Larson was on active duty with the U.S. Air Force. He has accumulated more that 4,900 hours of military and civilian flight experience in more than 70 fixed and rotary winged aircraft. Larson completed undergraduate pilot training at Williams Air Force Base, Chandler, Ariz., in 1987. He remained at Williams as a T-37 instructor pilot. In 1991, Larson was assigned to Beale Air Force Base, Calif., as a U-2 pilot. He flew 88 operational missions from Korea, Saudi Arabia, the United Kingdom, Panama and other locations. Larson graduated from the U.S. Air Force Test Pilot School at Edwards Air Force Base, Calif., in Class 95A. He became a flight commander and assistant operations officer for the 445th squadron at Edwards. He flew the radar, avionics integration and engine tests in F-15 A-D, the early flights of the glass cockpit T-38C and airworthiness flights of the Coast Guard RU-38. He was selected to serve as an Air Force exchange instructor at the U.S. Naval Test Pilot School, Patuxent River, Md. He taught systems and fixed-wing flight test and flew as an instructor pilot in the F-18, T-2, U-6A Beaver and X-26 Schweizer sailplane. Larson commanded U-2 operations for Warner Robins Air Logistics Center's Detachment 2 located in Palmdale, Calif. In addition to flying the U-2, Larson supervised the aircraft's depot maintenance and flight test. He was the deputy group commander for the 412th Operations Group at Edwards before retiring from active duty in 2007 with the rank of lieutenant colonel. His first experience with NASA was at the Glenn Research Center, Cleveland, where he served a college summer internship working on arcjet engines. Larson is a native of Bethany, W.Va,, and received his commission from the U.S. Air Force Academy in 1986 with a

Ares I-X Flight Test--The Future Begins Here

NASA Technical Reports Server (NTRS)

Davis, Stephan R.; Robinson, Kimberly F.

2008-01-01

In less than one year, the National Aeronautics and Space Administration (NASA) will launch the Ares I-X mission. This will be the first flight of the Ares I crew launch vehicle, which, together with the Ares V cargo launch vehicle, will send humans to the Moon and beyond. Personnel from the Ares I-X Mission Management Office (MMO) are finalizing designs and fabricating vehicle hardware for a 2009 launch. Ares I-X will be a suborbital development flight test that will gather critical data about the flight dynamics of the integrated launch vehicle stack; understand how to control its roll during flight; better characterize the severe stage separation environments that the upper stage engine will experience during future flights; and demonstrate the first stage recovery system. NASA also will modify the launch infrastructure and ground and mission operations. The Ares I-X Flight Test Vehicle (FTV) will incorporate flight and mockup hardware similar in mass and weight to the operational vehicle. It will be powered by a four-segment Solid Rocket Booster (SRB), which is currently in Shuttle inventory, and will include a fifth spacer segment and new forward structures to make the booster approximately the same size and weight as the five-segment SRB. The Ares I-X flight profile will closely approximate the flight conditions that the Ares I will experience through Mach 4.5, up to approximately 130,000 feet (39,600 meters (m)) and through maximum dynamic pressure ('Max Q') of approximately 800 pounds per square foot (38.3 kilopascals (kPa)). Data from the Ares I-X flight will support the Ares I Critical Design Review (CDR), scheduled for 2010. Work continues on Ares I-X design and hardware fabrication. All of the individual elements are undergoing CDRs, followed by a two-part integrated vehicle CDR in March and July 2008. The various hardware elements are on schedule to begin deliveries to Kennedy Space Center (KSC) in early September 2008. Ares I-X is the first step in the long journey to the Moon and farther destinations. This suborbital test will be NASA's first flight of a new human-rated launch vehicle in more than a generation. This promises to be an exciting time for NASA and the nation, as we reach for new goals in space exploration. A visual presentation is included.

FACTORS IN PREDICTING ARMY AVIATOR PERFORMANCE: BIRTH ORDER AND PARTICIPATION IN DANGEROUS SPORTS AND ACTIVITIES,

DTIC Science & Technology

Activities Inventory of 395 aviation warrant officer trainees, to test for birth - order effect by comparing first- and second-borns from the same-size...second-born trainees did not differ on measures of exposure to dangerous sports and activities or confidence. Neither pass-fail from flight training nor previous college attendance showed a birth - order effect. (Author)

Geometry-Based Observability Metric

NASA Technical Reports Server (NTRS)

Eaton, Colin; Naasz, Bo

2012-01-01

The Satellite Servicing Capabilities Office (SSCO) is currently developing and testing Goddard s Natural Feature Image Recognition (GNFIR) software for autonomous rendezvous and docking missions. GNFIR has flight heritage and is still being developed and tailored for future missions with non-cooperative targets: (1) DEXTRE Pointing Package System on the International Space Station, (2) Relative Navigation System (RNS) on the Space Shuttle for the fourth Hubble Servicing Mission.

STS-125 Flight Controllers on Console - (Orbit Shift 2). Flight Director: Richard LaBrode

NASA Image and Video Library

2009-05-12

JSC2009-E-119378 (12 May 2009) --- Tomas Gonzalez-Torres, STS-125 lead spacewalk officer, monitors data at his console in the space shuttle flight control room in the Mission Control Center at NASA's Johnson Space Center during flight day two activities.

78 FR 35313 - Notice of Flight 93 Advisory Commission Meeting Change

Federal Register 2010, 2011, 2012, 2013, 2014

2013-06-12

... Flight 93 Advisory Commission Meeting Change AGENCY: National Park Service, Interior. ACTION: Notice of Public Meeting Date Change. SUMMARY: Notice is hereby given of a meeting of the Flight 93 Advisory Commission, on September 10, 2013, Flight 93 National Memorial Office, 109 West Main Street, Somerset, PA...

76 FR 64102 - Flight 93 National Memorial Advisory Commission

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-17

... DEPARTMENT OF THE INTERIOR National Park Service Flight 93 National Memorial Advisory Commission... sets forth the date of the November 5, 2011, meeting of the Flight 93 Advisory Commission. DATES: The....m. (Eastern). Location: The meeting will be held at the Flight 93 National Memorial Office, 109 West...

14 CFR 375.31 - Demonstration flights of foreign aircraft.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false Demonstration flights of foreign aircraft. 375.31 Section 375.31 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT OF TRANSPORTATION... Authorized Operations § 375.31 Demonstration flights of foreign aircraft. Flights of foreign civil aircraft...

76 FR 18778 - Flight 93 National Memorial Advisory Commission

Federal Register 2010, 2011, 2012, 2013, 2014

2011-04-05

... DEPARTMENT OF THE INTERIOR National Park Service Flight 93 National Memorial Advisory Commission... forth the date of the May 7, 2011, meeting of the Flight 93 Advisory Commission. DATES: The public...). Location: The meeting will be held at the Flight 93 National Memorial Office, 109 West Main Street Suite...

77 FR 24220 - Flight 93 National Memorial Advisory Commission

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-23

... DEPARTMENT OF THE INTERIOR National Park Service Flight 93 National Memorial Advisory Commission... sets forth the date of the May 5, 2012, for meeting of the Flight 93 Advisory Commission. DATES: The.... (Eastern). Location: The meeting will be held at the Flight 93 National Memorial Office, 109 West Main...

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.

KENNEDY SPACE CENTER, FLA. - Astronaut Tim Kopra (second from right) talks with workers in the Space Station Processing Facility about the Intravehicular Activity (IVA) constraints testing on the Italian-built Node 2, a future element of the International Space Station. . The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

NASA Image and Video Library

2004-02-03

KENNEDY SPACE CENTER, FLA. - Astronaut Tim Kopra (second from right) talks with workers in the Space Station Processing Facility about the Intravehicular Activity (IVA) constraints testing on the Italian-built Node 2, a future element of the International Space Station. . The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

Launch Vehicles

NASA Image and Video Library

2007-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. In this HD video image, processes for upper stage barrel fabrication are talking place. Aluminum panels are manufacturing process demonstration articles that will undergo testing until perfected. The panels are built by AMRO Manufacturing located in El Monte, California. (Largest resolution available)

Launch Vehicles

NASA Image and Video Library

2007-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts the manufacturing of aluminum panels that will be used to form the Ares I barrel. The panels are manufacturing process demonstration articles that will undergo testing until perfected. The panels are built by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

n/a

NASA Image and Video Library

2007-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts a manufactured panel that will be used for the Ares I upper stage barrel fabrication. The aluminum panels are manufacturing process demonstration articles that will undergo testing until perfected. The panels are built by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

X-31 Loaded in C-5 Cargo Bay

NASA Technical Reports Server (NTRS)

1995-01-01

The X-31 Enhanced Fighter Maneuverability Technology Demonstrator Aircraft, based at the NASA Dryden Flight Research Center, Edwards Air Force Base, California, is secured inside the fuselage of an Air Force Reserve C-5 transport. The C-5 was used to ferry the X-31 from Europe back to Edwards, after being flown in the Paris Air Show in June 1995. The X-31's right wing, removed so the aircraft could fit inside the C-5, is in the shipping container in the foreground. At the air show, the X-31 demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems to provide controlled flight at very high angles of attack. The X-31 Enhanced Fighter Maneuverability (EFM) demonstrator flew at the Ames- Dryden Flight Research Facility, Edwards, California (redesignated the Dryden Flight Research Center in 1994) from February 1992 until 1995 and before that at the Air Force's Plant 42 in Palmdale, California. The goal of the project was to provide design information for the next generation of highly maneuverable fighter aircraft. This program demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with an advanced flight control system to provide controlled flight to very high angles of attack. The result was a significant advantage over most conventional fighters in close-in combat situations. The X-31 flight program focused on agile flight within the post-stall regime, producing technical data to give aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. Stall is a condition of an airplane or an airfoil in which lift decreases and drag increases due to the separation of airflow. Thrust vectoring compensates for the loss of control through normal aerodynamic surfaces that occurs during a stall. Post-stall refers to flying beyond the normal stall angle of attack, which in the X-31 was at a 30-degree angle of attack. During Dryden flight testing, the X-31 aircraft established several milestones. On November 6, 1992, the X-31 achieved controlled flight at a 70-degree angle of attack. On April 29, 1993, the second X-31 successfully executed a rapid minimum-radius, 180-degree turn using a post-stall maneuver, flying well beyond the aerodynamic limits of any conventional aircraft. This revolutionary maneuver has been called the 'Herbst Maneuver' after Wolfgang Herbst, a German proponent of using post-stall flight in air-to-air combat. It is also called a 'J Turn' when flown to an arbitrary heading change. The aircraft was flown in tactical maneuvers against an F/A-18 and other tactical aircraft as part of the test flight program. During November and December 1993, the X-31 reached a supersonic speed of Mach 1.28. In 1994, the X-31 program installed software to demonstrate quasi-tailless operation. The X-31 flight test program was conducted by an international test organization (ITO) managed by the Advanced Research Projects Office (ARPA), known as the Defense Advanced Research Projects Office (DARPA) before March 1993. The ITO included the U.S. Navy and U.S. Air Force, Rockwell Aerospace, the Federal Republic of Germany, Daimler-Benz (formerly Messerschmitt-Bolkow-Blohm and Deutsche Aerospace), and NASA. Gary Trippensee was the ITO director and NASA Project Manager. Pilots came from participating organizations. The X-31 was 43.33 feet long with a wingspan of 23.83 feet. It was powered by a single General Electric P404-GE-400 turbofan engine that produced 16,000 pounds of thrust in afterburner.

Fly's Eye GLM Simulator

NASA Image and Video Library

2017-07-27

The Fly’s Eye GLM Simulator (FEGS) is an airborne array of multi-spectral radiometers optimized to measure the optical emission from lightning. The instrument was designed by the Lightning Group in the Earth Science Office at the Marshall Space Flight Center as part of the validation effort for the first Geostationary Lightning Mapper (GLM) onboard GOES-16. From March to May of 2017, FEGS was flown on the NASA Armstrong Flight Research Center ER-2 along with a payload of other instruments during the GOES-16 Validation Flight Campaign. Data collected during the campaign are being analyzed by scientists at NASA and collaborating institutions to test the accuracy of GLM and other GOES-16 instruments. FEGS adds the capability to investigate sub-millisecond lightning energetics to the NASA Airborne Earth Science program. When flown with its complimentary suite of instruments, the FEGS package observes lightning radiation signatures that span from radio frequencies to gamma-ray emission. Learn more about the GOES-16 Validation Flight Campaign here: https://www.youtube.com/watch?v=rCTIk...

77 FR 37709 - Notice of July 28, 2012, Meeting for Flight 93 National Memorial Advisory Commission

Federal Register 2010, 2011, 2012, 2013, 2014

2012-06-22

..., 2012, Meeting for Flight 93 National Memorial Advisory Commission AGENCY: National Park Service... the Flight 93 Advisory Commission. DATES: The public meeting of the Advisory Commission will be held... held at the Flight 93 National Memorial Office, 109 West Main Street Suite 104, Somerset, PA 15501...

78 FR 6129 - Notice of Flight 93 Advisory Commission Meetings for Calendar Year 2013

Federal Register 2010, 2011, 2012, 2013, 2014

2013-01-29

... Flight 93 Advisory Commission Meetings for Calendar Year 2013 AGENCY: National Park Service, Interior... November 2, 2013, meetings of the Flight 93 Advisory Commission. DATES: The public meeting of the Advisory...). Location: The meeting will be held at the Flight 93 National Memorial Office, 109 West Main Street, Suite...

Onboard Processing and Autonomous Operations on the IPEX Cubesat

NASA Technical Reports Server (NTRS)

Chien, Steve; Doubleday, Joshua; Ortega, Kevin; Flatley, Tom; Crum, Gary; Geist, Alessandro; Lin, Michael; Williams, Austin; Bellardo, John; Puig-Suari, Jordi;

Ares-I-X Vehicle Preliminary Range Safety Malfunction Turn Analysis

NASA Technical Reports Server (NTRS)

Beaty, James R.; Starr, Brett R.; Gowan, John W., Jr.

2008-01-01

Ares-I-X is the designation given to the flight test version of the Ares-I rocket (also known as the Crew Launch Vehicle - CLV) being developed by NASA. As part of the preliminary flight plan approval process for the test vehicle, a range safety malfunction turn analysis was performed to support the launch area risk assessment and vehicle destruct criteria development processes. Several vehicle failure scenarios were identified which could cause the vehicle trajectory to deviate from its normal flight path, and the effects of these failures were evaluated with an Ares-I-X 6 degrees-of-freedom (6-DOF) digital simulation, using the Program to Optimize Simulated Trajectories Version 2 (POST2) simulation framework. The Ares-I-X simulation analysis provides output files containing vehicle state information, which are used by other risk assessment and vehicle debris trajectory simulation tools to determine the risk to personnel and facilities in the vicinity of the launch area at Kennedy Space Center (KSC), and to develop the vehicle destruct criteria used by the flight test range safety officer. The simulation analysis approach used for this study is described, including descriptions of the failure modes which were considered and the underlying assumptions and ground rules of the study, and preliminary results are presented, determined by analysis of the trajectory deviation of the failure cases, compared with the expected vehicle trajectory.

n/a

NASA Image and Video Library

2007-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts a manufactured aluminum panel that will be used to fabricate the Ares I upper stage barrel, undergoing a confidence panel test. In this test, the bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California.

Launch Vehicles

NASA Image and Video Library

2007-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image, depicts a manufactured aluminum panel, that will be used to fabricate the Ares I upper stage barrel, undergoing a confidence panel test. In this test, the bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

Launch Vehicles

NASA Image and Video Library

2007-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts a manufactured aluminum panel, that will fabricate the Ares I upper stage barrel, undergoing a confidence panel test. In this test, the bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

Launch Vehicles

NASA Image and Video Library

2006-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts a manufactured aluminum panel, that will fabricate the Ares I upper stage barrel, undergoing a confidence panel test. In this test, bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

Launch Vehicles

NASA Image and Video Library

2006-08-08

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts a manufactured aluminum panel that will be used to fabricate the Ares I upper stage barrel, undergoing a confidence panel test. In this test, the bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

Requirement for a standard language for test and ground operations

NASA Technical Reports Server (NTRS)

Medlock, J. R.

1971-01-01

The basic requirements for a standard test and checkout language applicable to all phases of the space shuttle test and ground operations are determined. The general characteristics outlined here represent the integration of selected ideas and concepts from operational elements within Kennedy Space Center (KSC) that represent diverse disciplines associated with space vehicle testing and launching operations. Special reference is made to two studies conducted in this area for KSC as authorized by the Advanced Development Element of the Office of Manned Space Flight (MSF). Information contained in reports from these studies have contributed significantly to the final selection of language features depicted in this technical report.

Overview of the systems special investigation. [long duration exposure facility

NASA Technical Reports Server (NTRS)

Mason, James B.; Dursch, Harry; Edelman, Joel

1992-01-01

The Systems Special Investigation Group (SIG), formed by the Long Duration Exposure Facility (LDEF) Project Office to perform post flight analysis of systems hardware, was chartered to investigate the effects of the extended LDEF mission on both satellite and experiment systems and to coordinate and integrate all systems analysis performed in post flight investigations. Almost all of the top level functional testing of the active experiments has been completed, but many components are still under investigation by either the Systems SIG or individual experimenters. Results reported to date have been collected and integrated by the Systems SIG and an overview of the current results and the status of the Systems Investigation are presented in this paper.

KSC-2014-4669

NASA Image and Video Library

2014-12-03

CAPE CANAVERAL, Fla. -- In the Kennedy Space Center’s Press Site auditorium, agency and industry leaders spoke to members of the news media as the Orion spacecraft and its Delta IV Heavy rocket were being prepared for launch. From left are: Brandi Dean of NASA Public Affairs, Mark Geyer, Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, Jeff Angermeier, Exploration Flight Test-1 Ground Systems Development and Operations mission manager, Ron Fortson, United Launch Alliance director of mission management, and Kathy Winters, U.S. Air Force 45th Space Wing Launch Weather officer. On the right, Mike Sarafin, Orion flight director, participated via video from the Johnson Space Center. For more information, visit www.nasa.gov/orion. Photo credit: NASA/Frankie Martin

KENNEDY SPACE CENTER, FLA. - In the Space Station Processing Facility, workers check over the Italian-built Node 2, a future element of the International Space Station. The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

NASA Image and Video Library

2004-02-03

KENNEDY SPACE CENTER, FLA. - In the Space Station Processing Facility, workers check over the Italian-built Node 2, a future element of the International Space Station. The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

Artist concept of X-33 and Reusable Launch Vehicle (RLV)

NASA Technical Reports Server (NTRS)

1997-01-01

This artist's rendering depicts the NASA/Lockheed Martin X-33 technology demonstrator alongside the Venturestar, a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV). The X-33, a half-scale prototype for the Venturestar, is scheduled to be flight tested in 1999. NASA's Dryden Flight Research Center, Edwards, California, plays a key role in the development and flight testing of the X-33. The RLV technology program is a cooperative agreement between NASA and industry. The goal of the RLV technology program is to enable signifigant 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. NASA Headquarter's Office of Space Access and Technology is overseeing the RLV program, which is being managed by the RLV Office at NASA's Marshall Space Flight Center, located in Huntsville, Alabama. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to provide the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to dramatically increase reliability and lower costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to create new opportunities for space access and significantly improve U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program had hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen tank, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

The influence of total flight time, recent flight time and age on pilot accident rates

DOT National Transportation Integrated Search

1983-06-30

This paper presents initial finding from a research effort conducted for the Safety Analysis Dvision, Office of Aviation Safety, Federal Aviation Administration (FAA). The analysis considers the influence of recent pilot flight time, total pilot flig...

The Importance of Contamination Knowledge in Curation - Insights into Mars Sample Return

NASA Technical Reports Server (NTRS)

Harrington, A. D.; Calaway, M. J.; Regberg, A. B.; Mitchell, J. L.; Fries, M. D.; Zeigler, R. A.; McCubbin, F. M.

2018-01-01

The Astromaterials Acquisition and Curation Office at NASA Johnson Space Center (JSC), in Houston, TX (henceforth Curation Office) manages the curation of extraterrestrial samples returned by NASA missions and shared collections from international partners, preserving their integrity for future scientific study while providing the samples to the international community in a fair and unbiased way. The Curation Office also curates flight and non-flight reference materials and other materials from spacecraft assembly (e.g., lubricants, paints and gases) of sample return missions that would have the potential to cross-contaminate a present or future NASA astromaterials collection.

An assessment of space shuttle flight software development processes

NASA Technical Reports Server (NTRS)

1993-01-01

In early 1991, the National Aeronautics and Space Administration's (NASA's) Office of Space Flight commissioned the Aeronautics and Space Engineering Board (ASEB) of the National Research Council (NRC) to investigate the adequacy of the current process by which NASA develops and verifies changes and updates to the Space Shuttle flight software. The Committee for Review of Oversight Mechanisms for Space Shuttle Flight Software Processes was convened in Jan. 1992 to accomplish the following tasks: (1) review the entire flight software development process from the initial requirements definition phase to final implementation, including object code build and final machine loading; (2) review and critique NASA's independent verification and validation process and mechanisms, including NASA's established software development and testing standards; (3) determine the acceptability and adequacy of the complete flight software development process, including the embedded validation and verification processes through comparison with (1) generally accepted industry practices, and (2) generally accepted Department of Defense and/or other government practices (comparing NASA's program with organizations and projects having similar volumes of software development, software maturity, complexity, criticality, lines of code, and national standards); (4) consider whether independent verification and validation should continue. An overview of the study, independent verification and validation of critical software, and the Space Shuttle flight software development process are addressed. Findings and recommendations are presented.

Personnel - Gemini-Titan (GT)-10 - Mission Control Center (MCC) - MSC

NASA Image and Video Library

1966-07-18

S66-43377 (18 July 1966) --- Standing at the flight director's console, viewing the Gemini-10 flight display in the Mission Control Center, are (left to right) William C. Schneider, Mission Director; Glynn Lunney, Prime Flight Director; Christopher C. Kraft Jr., MSC Director of Flight Operations; and Charles W. Mathews, Manager, Gemini Program Office. Photo credit: NASA

STS-132/ULF4 Flight Controllers on Console

NASA Image and Video Library

2010-05-18

JSC2010-E-081929 (18 May 2010) --- Kyle Herring, Public Affairs Office (PAO) commentator, monitors data at his console in the space shuttle flight control room in the Mission Control Center at NASA's Johnson Space Center during STS-132 mission flight day five activities.

An Impact-Location Estimation Algorithm for Subsonic Uninhabited Aircraft

NASA Technical Reports Server (NTRS)

Bauer, Jeffrey E.; Teets, Edward

1997-01-01

An impact-location estimation algorithm is being used at the NASA Dryden Flight Research Center to support range safety for uninhabited aerial vehicle flight tests. The algorithm computes an impact location based on the descent rate, mass, and altitude of the vehicle and current wind information. The predicted impact location is continuously displayed on the range safety officer's moving map display so that the flightpath of the vehicle can be routed to avoid ground assets if the flight must be terminated. The algorithm easily adapts to different vehicle termination techniques and has been shown to be accurate to the extent required to support range safety for subsonic uninhabited aerial vehicles. This paper describes how the algorithm functions, how the algorithm is used at NASA Dryden, and how various termination techniques are handled by the algorithm. Other approaches to predicting the impact location and the reasons why they were not selected for real-time implementation are also discussed.

Black Carbon Measurements in SOLVE-2

NASA Technical Reports Server (NTRS)

Kok, Gregory L.; Baumgardner, Darrel R.

2004-01-01

Droplet Measurement Technologies (DMT), under funding from NASA s Radiation Sciences Program, participated in the SOLVE II field campaign with measurements of light absorbing particles (black carbon and metals). These measurements were made with the Single Particle Soot Photometer (SP-2) on the NASA DC-8. The SP-2 is a new measurement technique that was developed under the SBIR program with funding from the Office of Naval Research. The original instrument suite for the DC-8 did not include the SP-2 and its addition and operation during SOLVE II was intended solely as a means to test its functionality and prepare it for future flight operations. For this reason it required several flights in the early stages of the project to tune its operation and fix some problems that arose. During the flights of January 26, 29, and 30, and February 2, 4 and 6, however, it worked as designed and acquired credible data.

14 CFR 1214.301 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... payload portion of an STS flight(s). (e) Mission specialist. A career NASA astronaut trained and skilled... Office whose responsibilities are most closely related to the particular scientific or engineering...

Stainless Steel NaK Circuit Integration and Fill Submission

NASA Technical Reports Server (NTRS)

Garber, Anne E.

2006-01-01

The Early Flight Fission Test Facilities (EFF-TF) team has been tasked by the Marshall Space Flight Center Nuclear Systems Office to design, fabricate, and test an actively pumped alkali metal flow circuit. The system, which was originally designed to hold a eutectic mixture of sodium potassium (NaK), was redesigned to hold lithium; but due to a shift in focus, it is once again being prepared for use with NaK. Changes made to the actively pumped, high temperature loop include the replacement of the expansion reservoir, addition of remotely operated valves, and modification of the support table. Basic circuit components include: reactor segment, NaK to gas heat exchanger, electromagnetic (EM) liquid metal pump, load/drain reservoir, expansion reservoir, instrumentation, and a spill reservoir. A 37-pin partial-array core (pin and flow path dimensions are the same as those in a full design) was selected for fabrication and test. This document summarizes the integration and fill of the pumped liquid metal NaK flow circuit.

KSC-05PD-0807

NASA Technical Reports Server (NTRS)

2005-01-01

KENNEDY SPACE CENTER, FLA. After arrival at NASAs Kennedy Space Center, the STS-114 crew members are greeted by KSC officials. Seen from left are Deputy Director Woodrow Whitlow Jr., Commander Eileen Collins, Mission Specialists Charles Camarda (behind Collins) and Andrew Thomas, astronaut Jerry Ross, who is chief of the Vehicle Integration Test (VIT) office, VIT Lead for STS-114 Robert Hanley, Shuttle Launch Director Mike Leinbach and Center Director Jim Kennedy. Crew members are taking part in the Terminal Countdown Demonstration Test (TCDT) over the next three days. The TCDT is held at KSC prior to each Space Shuttle flight. It provides the crew of each mission an opportunity to participate in simulated countdown activities. The test ends with a mock launch countdown culminating in a simulated main engine cutoff. The crew also spends time undergoing emergency egress training exercises at the launch pad. STS-114 is the first Return to Flight mission to the International Space Station. The launch window extends July 13 through July 31.

6. Credit USAF, April, 1945. Original in the possession of ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Credit USAF, April, 1945. Original in the possession of Ken G. Oldfield, Laguna Hills, California. View looking west across North Base flightline of XP-80s Shooting Stars undergoing accelerated service tests. HANG-N-A hangars No. 1 (Building 4401) and No. 2 (Building 4402) appear at left of view, with runway control tower (T-65, or Building 4500) at far right. Flight operations offices were in T-42 (Building 4502) at base of control tower; this structure was not extant in 1995. In the background between the control tower and Building 4402 lies T-15, officer's quarters. - Edwards Air Force Base, North Base, North Base Road, Boron, Kern County, CA

Validation of On-board Cloud Cover Assessment Using EO-1

NASA Technical Reports Server (NTRS)

Mandl, Dan; Miller, Jerry; Griffin, Michael; Burke, Hsiao-hua

2003-01-01

The purpose of this NASA Earth Science Technology Office funded effort was to flight validate an on-board cloud detection algorithm and to determine the performance that can be achieved with a Mongoose V flight computer. This validation was performed on the EO-1 satellite, which is operational, by uploading new flight code to perform the cloud detection. The algorithm was developed by MIT/Lincoln Lab and is based on the use of the Hyperion hyperspectral instrument using selected spectral bands from 0.4 to 2.5 microns. The Technology Readiness Level (TRL) of this technology at the beginning of the task was level 5 and was TRL 6 upon completion. In the final validation, an 8 second (0.75 Gbytes) Hyperion image was processed on-board and assessed for percentage cloud cover within 30 minutes. It was expected to take many hours and perhaps a day considering that the Mongoose V is only a 6-8 MIP machine in performance. To accomplish this test, the image taken had to have level 0 and level 1 processing performed on-board before the cloud algorithm was applied. For almost all of the ground test cases and all of the flight cases, the cloud assessment was within 5% of the correct value and in most cases within 1-2%.

Flight Attendant Fatigue Recommendation 2: Flight Attendant Work/Rest Patterns, Alertness, and Performance Assessment

DTIC Science & Technology

2010-12-01

Recommendation II: Flight Attendant Work/Rest Patterns, Alertness, and Performance Assessment DOT/FAA/AM-10/22 Office of Aerospace Medicine Washington, DC...Recipient’s Catalog No. DOT/FAA/AM-10/22 4. Title and Subtitle 5. Report Date December 2010 6. Performing Organization Code Flight...Attendant Fatigue Recommendation II: Flight Attendant Work/Rest Patterns, Alertness, and Performance Assessment 7. Author(s) 8. Performing

MISSION CONTROL CENTER (MCC) VIEW - CONCLUSION APOLLO 11 CELEBRATION - MSC

NASA Image and Video Library

1969-07-24

S69-40024 (24 July 1969) --- NASA and Manned Spacecraft Center (MSC) officials join in with the flight controllers, in the Mission Operations Control Room (MOCR) in the Mission Control Center (MCC), in celebrating the successful conclusion of the Apollo 11 lunar landing mission. Identifiable in the picture, starting in foreground, are Dr. Robert R. Gilruth, MSC Director; George M. Low, Manager, Apollo Spacecraft Program, MSC; Dr. Christopher C. Kraft Jr., MSC Director of Flight Operation; U.S. Air Force Lt. Gen. Samuel C. Phillips (with glasses, looking downward), Apollo Program Director, Office of Manned Space Flight, NASA Headquarters; and Dr. George E. Mueller (with glasses, looking toward left), Associate Administrator, Office of Manned Space Flight, NASA Headquarters. Former astronaut John H. Glenn Jr. is standing behind Mr. Low.

View of Mission Control Center during Apollo 13 splashdown

NASA Technical Reports Server (NTRS)

1970-01-01

Overall view of Mission Operations Control Room in Mission Control Center at the Manned Spacecraft Center (MSC) during the ceremonies aboard the U.S.S. Iwo Jima, prime recovery ship for the Apollo 13 mission. Dr. Donald K. Slayton (in black shirt, left of center), Director of Flight Crew Operations at MSC, and Chester M. Lee of the Apollo Program Directorate, Office of Manned Space Flight, NASA Headquarters, shake hands, while Dr. Rocco A. Petrone, Apollo Program Director, Office of Manned Space Flight, NASA Headquarters (standing, near Lee), watches the large screen showing Astronaut James A. Lovell Jr., Apollo 13 commander, during the on-board ceremonies. In the foreground, Glynn S. Lunney (extreme left) and Eugene F. Kranz (smoking a cigar), two Apollo 13 Flight Directors, view the activity from their consoles.

T-38 A- AIRCRAFT (NASA 924)

NASA Image and Video Library

1983-12-07

S82-33032 (30 June 1982) --- This scene shows activity at the spacecraft communicator and flight activities officer consoles in the mission operations control room (MOCR) in the Johnson Space Center?s mission control center (MCC). Astronaut Brewster H. Shaw Jr., right, Astronaut Roy D. Bridges Jr. and Marianne J. Dyson are pictured during STS-4?s Day 4 activity. Shaw and Bridges are spacecraft communicators and Dyson is a flight activities officer on the entry team.

KSC-2009-2105

NASA Image and Video Library

2009-03-15

CAPE CANAVERAL, Fla. – In Firing Room 4 of the Launch Control Center at NASA's Kennedy Space Center in Florida, from left, Steve Stich, manager of the Kennedy Orbiter Project Office; John Fraser, with Boeing Co. at the Marshall Space Flight Center; Rick Russell, with the NASA Orbiter Sustaining Engineering Office; and Rene Ortega with Marshall Space Flight Center's Shuttle Propulsion Office, are presented with a plaque for their work on the fuel control valve problem on space shuttle Discovery. The award was presented after the successful launch of Discovery on the STS-119 mission. Liftoff was on time at 7:43 p. m. EDT. The STS-119 mission is the 28th to the space station and Discovery's 36th flight. Discovery will deliver the final pair of power-generating solar array wings and the S6 truss segment. Installation of S6 will signal the station's readiness to house a six-member crew for conducting increased science. Photo credit: NASA/Kim Shiflett

STS-134 Orbit 2 flight controllers on consoles

NASA Image and Video Library

2011-05-17

JSC2011-E-045468 (17 May 2011) --- Public Affairs Office (PAO) mission commentator Brandi Dean monitors data at her console in the space shuttle flight control room in the Mission Control Center at NASA's Johnson Space Center during STS-134 flight day two activities. Photo credit: NASA

STS-134 Orbit 2 flight controllers on consoles

NASA Image and Video Library

2011-05-17

JSC2011-E-045467 (17 May 2011) --- Public Affairs Office (PAO) mission commentator Brandi Dean is pictured at her console in the space shuttle flight control room in the Mission Control Center at NASA's Johnson Space Center during STS-134 flight day two activities. Photo credit: NASA

14 CFR 91.1017 - Amending program manager's management specifications.

Code of Federal Regulations, 2013 CFR

2013-01-01

... management specifications, the following procedure applies: (1) The Flight Standards District Office that... filed within 30 days, the procedures of paragraph (c) of this section apply. (e) If the Flight Standards... TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Fractional...

14 CFR 91.1017 - Amending program manager's management specifications.

Code of Federal Regulations, 2011 CFR

2011-01-01

... management specifications, the following procedure applies: (1) The Flight Standards District Office that... filed within 30 days, the procedures of paragraph (c) of this section apply. (e) If the Flight Standards... TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Fractional...

Flight Director Portrait - Bryan Austin with Lead EVA Console OPS- for Texas A&M Alumni Magazine

NASA Image and Video Library

2002-02-27

JSC2002-00546 (February 2002) --- Bryan P. Austin, lead flight director for STS-109, and Dana Weigel, lead EVA officer, pose near their respective consoles in the Shuttle Flight Control Room of the Johnson Space Center's Mission Control Center.

International Space Station ECLSS Technical Task Agreement Summary Report

NASA Technical Reports Server (NTRS)

Ray, C. D. (Compiler); Salyer, B. H. (Compiler)

1999-01-01

This Technical Memorandum provides a summary of current work accomplished under Technical Task Agreement (TTA) by the Marshall Space Flight Center (MSFC) regarding the International Space Station (ISS) Environmental Control and Life Support System (ECLSS). Current activities include ECLSS component design and development, computer model development, subsystem/integrated system testing, life testing, and general test support provided to the ISS program. Under ECLSS design, MSFC was responsible for the six major ECLSS functions, specifications and standard, component design and development, and was the architectural control agent for the ISS ECLSS. MSFC was responsible for ECLSS analytical model development. In-house subsystem and system level analysis and testing were conducted in support of the design process, including testing air revitalization, water reclamation and management hardware, and certain nonregenerative systems. The activities described herein were approved in task agreements between MSFC and NASA Headquarters Space Station Program Management Office and their prime contractor for the ISS, Boeing. These MSFC activities are in line to the designing, development, testing, and flight of ECLSS equipment planned by Boeing. MSFC's unique capabilities for performing integrated systems testing and analyses, and its ability to perform some tasks cheaper and faster to support ISS program needs, are the basis for the TTA activities.

The Harvard Fatigue Laboratory: contributions to World War II.

PubMed

Folk, G Edgar

2010-09-01

The war contributions of the Harvard Fatigue Laboratory in Cambridge, MA, were recorded in 169 Technical Reports, most of which were sent to the Office of the Quartermaster General. Earlier reports were sent to the National Research Council and the Office of Scientific Research and Development. Many of the reports from 1941 and later dealt with either physical fitness of soldiers or the energetic cost of military tasks in extreme heat and cold. New military emergency rations to be manufactured in large quantities were analyzed in the Fatigue Laboratory and then tested in the field. Newly designed cold weather clothing was tested in the cold chamber at -40 degrees F, and desired improvements were made and tested in the field by staff and soldiers in tents and sleeping bags. Electrically heated clothing was designed for high-altitude flight crews and tested both in laboratory chambers and field tests before being issued. This eye witness account of the Harvard Fatigue Laboratory during World War II was recorded by Dr. G. Edgar Folk, who is likely the sole surviving member of that famous laboratory.

An Autonomous Flight Safety System

DTIC Science & Technology

2008-11-01

are taken. AFSS can take vehicle navigation data from redundant onboard sensors and make flight termination decisions using software-based rules...implemented on redundant flight processors. By basing these decisions on actual Instantaneous Impact Predictions and by providing for an arbitrary...number of mission rules, it is the contention of the AFSS development team that the decision making process used by Missile Flight Control Officers

Orion Post Scrub Press Conference

NASA Image and Video Library

2014-12-04

In the Kennedy Space Center’s Press Site auditorium, agency and industry leaders spoke to members of the news media about the postponement of the Orion Flight Test launch due to an issue related to fill and drain valves on the Delta IV Heavy rocket. From left are: Brandi Dean of NASA Public Affairs, Mark Geyer, NASA's Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, and Dan Collins, United Launch Alliance chief operating officer.

n/a

NASA Image and Video Library

2007-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts friction stir welding used in manufacturing aluminum panels that will fabricate the Ares I upper stage barrel. The aluminum panels are subjected to confidence panel tests during which the bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

Launch Vehicles

NASA Image and Video Library

2007-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts friction stir welding used in manufacturing aluminum panels that will fabricate the Ares I upper stage barrel. The panels are subjected to confidence tests in which the bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

Stir Friction Welding Used in Ares I Upper Stage Fabrication

NASA Technical Reports Server (NTRS)

2007-01-01

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts friction stir welding used in manufacturing aluminum panels that will fabricate the Ares I upper stage barrel. The panels are subjected to confidence tests in which the bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

14 CFR 93.317 - Commercial Special Flight Rules Area operation curfew.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Commercial Special Flight Rules Area operation curfew. 93.317 Section 93.317 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... operation curfew. Unless otherwise authorized by the Flight Standards District Office, no person may conduct...

14 CFR 93.317 - Commercial Special Flight Rules Area operation curfew.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Commercial Special Flight Rules Area operation curfew. 93.317 Section 93.317 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... operation curfew. Unless otherwise authorized by the Flight Standards District Office, no person may conduct...

14 CFR 93.317 - Commercial Special Flight Rules Area operation curfew.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Commercial Special Flight Rules Area operation curfew. 93.317 Section 93.317 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... operation curfew. Unless otherwise authorized by the Flight Standards District Office, no person may conduct...

14 CFR 93.317 - Commercial Special Flight Rules Area operation curfew.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Commercial Special Flight Rules Area operation curfew. 93.317 Section 93.317 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... operation curfew. Unless otherwise authorized by the Flight Standards District Office, no person may conduct...

14 CFR 93.317 - Commercial Special Flight Rules Area operation curfew.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Commercial Special Flight Rules Area operation curfew. 93.317 Section 93.317 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... operation curfew. Unless otherwise authorized by the Flight Standards District Office, no person may conduct...

In-flight sleep, pilot fatigue and Psychomotor Vigilance Task performance on ultra-long range versus long range flights.

PubMed

Gander, Philippa H; Signal, T Leigh; van den Berg, Margo J; Mulrine, Hannah M; Jay, Sarah M; Jim Mangie, Captain

2013-12-01

This study evaluated whether pilot fatigue was greater on ultra-long range (ULR) trips (flights >16 h on 10% of trips in a 90-day period) than on long range (LR) trips. The within-subjects design controlled for crew complement, pattern of in-flight breaks, flight direction and departure time. Thirty male Captains (mean age = 54.5 years) and 40 male First officers (mean age = 48.0 years) were monitored on commercial passenger flights (Boeing 777 aircraft). Sleep was monitored (actigraphy, duty/sleep diaries) from 3 days before the first study trip to 3 days after the second study trip. Karolinska Sleepiness Scale, Samn-Perelli fatigue ratings and a 5-min Psychomotor Vigilance Task were completed before, during and after every flight. Total sleep in the 24 h before outbound flights and before inbound flights after 2-day layovers was comparable for ULR and LR flights. All pilots slept on all flights. For each additional hour of flight time, they obtained an estimated additional 12.3 min of sleep. Estimated mean total sleep was longer on ULR flights (3 h 53 min) than LR flights (3 h 15 min; P(F) = 0.0004). Sleepiness ratings were lower and mean reaction speed was faster at the end of ULR flights. Findings suggest that additional in-flight sleep mitigated fatigue effectively on longer flights. Further research is needed to clarify the contributions to fatigue of in-flight sleep versus time awake at top of descent. The study design was limited to eastward outbound flights with two Captains and two First Officers. Caution must be exercised when extrapolating to different operations. © 2013 European Sleep Research Society.

Career Profiles- Drawing Controller Kelvin Siu- Operations Engineering Branch

NASA Image and Video Library

2016-06-23

The Drawing Control group provides project support in the form of drafting services, drawing version management, and drawing archival. The office provides drafting services through creation of new drawings and sketches, or integration of red-lines. They maintain physical and electronic storage of flight vehicle drawings, and archive all sketches for the AFRC community. This office is the controlling organization for all Armstrong drawing formats and maintains the drawing numbering system for flight vehicle projects.

Launch Vehicles

NASA Image and Video Library

2007-09-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. In this HD video image, the first stage reentry parachute drop test is conducted at the Yuma, Arizona proving ground. The parachute tests demonstrated a three-stage deployment sequence that included the use of an Orbiter drag chute to properly stage the unfurling of the main chute. The parachute recovery system for Orion will be similar to the system used for Apollo command module landings and include two drogue, three pilot, and three main parachutes. (Highest resolution available)

Launch Vehicles

NASA Image and Video Library

2006-09-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. In this HD video image, the first stage reentry parachute drop test is conducted at the Yuma, Arizona proving ground. The parachute tests demonstrated a three-stage deployment sequence that included the use of an Orbiter drag chute to properly stage the unfurling of the main chute. The parachute recovery system for Orion will be similar to the system used for Apollo command module landings and include two drogue, three pilot, and three main parachutes. (Highest resolution available)

Launch Vehicles

NASA Image and Video Library

2007-09-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. The launch vehicle's first stage is a single, five-segment reusable solid rocket booster derived from the Space Shuttle Program's reusable solid rocket motor that burns a specially formulated and shaped solid propellant called polybutadiene acrylonitrile (PBAN). The second or upper stage will be propelled by a J-2X main engine fueled with liquid oxygen and liquid hydrogen. This HD video image depicts a test firing of a 40k subscale J2X injector at MSFC's test stand 115. (Highest resolution available)

Flight Testing of the TWiLiTE Airborne Molecular Doppler Lidar

NASA Technical Reports Server (NTRS)

Gentry, Bruce; McGill, Matthew; Machan, Roman; Reed, Daniel; Cargo, Ryan; Wilkens, David J.; Hart, William; Yorks, John; Scott, Stan; Wake, Shane;

NASA's Hypersonic Investment Area

NASA Technical Reports Server (NTRS)

Hueter, Uwe; Hutt, John; McClinton, Charles

2002-01-01

NASA has established long term goals for access to space. The third generation launch systems are to be fully reusable and operational around 2025. The goal for third-generation launch systems represents significant reduction in cost and improved safety over the current first generation system. The Advanced Space Transportation Office (ASTP) at NASA s Marshall Space Flight Center (MSFC) has the agency lead to develop space transportation technologies. Within ASTP, under the Hypersonic Investment Area (HIA), third generation technologies are being pursued in the areas of propulsion, airframe, integrated vehicle health management (IVHM), avionics, power, operations and system analysis. These technologies are being matured through research and both ground and flight-testing. This paper provides an overview of the HIA program plans and recent accomplishments.

Williams performs IFM during Expedition 13

NASA Image and Video Library

2006-08-24

ISS013-E-70896 (24 Aug. 2006) --- Astronaut Jeffrey N. Williams, Expedition 13 NASA space station science officer and flight engineer, performs in-flight maintenance (IFM) in the Destiny laboratory of the International Space Station.

Mission Control Center (MCC) View - Apollo 13 Splashdown - MSC

NASA Image and Video Library

1970-04-17

S70-35145 (17 April 1970) --- Overall view of Mission Operations Control Room in Mission Control Center at the Manned Spacecraft Center (MSC) during the ceremonies aboard the USS Iwo Jima, prime recovery ship for the Apollo 13 mission. Dr. Donald K. Slayton (in black shirt, left of center), director of Flight Crew Operations at MSC, and Chester M. Lee of the Apollo Program Directorate, Office of Manned Space Flight, NASA Headquarters, shake hands, while Dr. Rocco A. Petrone, Apollo program director, Office of Manned Space Flight, NASA Headquarters (standing, near Lee), watches the large screen showing astronaut James A. Lovell Jr., Apollo 13 commander, during the onboard ceremonies. In the foreground, Glynn S. Lunney (extreme left) and Eugene F. Kranz (smoking a cigar), two Apollo 13 flight directors, view the activity from their consoles.

STS-114 Crew Interview: Soichi Noguchi

NASA Technical Reports Server (NTRS)

2003-01-01

Soichi Noguchi, Mission Specialist 1 (MS1) representing Japan's National Space Development Agency (NASDA) is seen during a prelaunch interview. He discusses the main goals of this flight which are to take expedition 7 to the International Space Station and bring back expedition 6 to the Earth. He is also responsible for all Extravehicular (EVA) work on this mission. Expedition seven includes: Mission Specialist and Commander Yuri Malenchenko; NASA ISS Science Officer Edward Lu; and Flight Engineer Alexander Kaleri. Expedition Six includes: Commander Kenneth Bowersox; NASA ISS Science Officer Donald Petit; and Flight Engineer Nikolai Budarin. Noguchi explains the Utilization and Logistics Flight 1 (ULF1) Mission which entails the exchange of crewmembers, various supplies and experiments and the replacement of a control component on the International Space Station. This is also will be Soichi Noguchi's first spacewalk.

Space Processing Applications Rocket (SPAR) project: SPAR 10

NASA Technical Reports Server (NTRS)

Poorman, R. (Compiler)

1986-01-01

The Space Processing Applications Rocket Project (SPAR) X Final Report contains the compilation of the post-flight reports from each of the Principal Investigators (PIs) on the four selected science payloads, in addition to the engineering report as documented by the Marshall Space Flight Center (MSFC). This combined effort also describes pertinent portions of ground-based research leading to the ultimate selection of the flight sample composition, including design, fabrication and testing, all of which are expected to contribute to an improved comprehension of materials processing in space. The SPAR project was coordinated and managed by MSFC as part of the Microgravity Science and Applications (MSA) program of the Office of Space Science and Applications (OSSA) of NASA Headquarters. This technical memorandum is directed entirely to the payload manifest flown in the tenth of a series of SPAR flights conducted at the White Sands Missile Range (WSMR) and includes the experiments entitled, Containerless Processing Technology, SPAR Experiment 76-20/3; Directional Solidification of Magnetic Composites, SPAR Experiment 76-22/3; Comparative Alloy Solidification, SPAR Experiment 76-36/3; and Foam Copper, SPAR Experiment 77-9/1R.

Cooperative Collision Avoidance Technology Demonstration Data Analysis Report

NASA Technical Reports Server (NTRS)

2007-01-01

This report details the National Aeronautics and Space Administration (NASA) Access 5 Project Office Cooperative Collision Avoidance (CCA) Technology Demonstration for unmanned aircraft systems (UAS) conducted from 21 to 28 September 2005. The test platform chosen for the demonstration was the Proteus Optionally Piloted Vehicle operated by Scaled Composites, LLC, flown out of the Mojave Airport, Mojave, CA. A single intruder aircraft, a NASA Gulf stream III, was used during the demonstration to execute a series of near-collision encounter scenarios. Both aircraft were equipped with Traffic Alert and Collision Avoidance System-II (TCAS-II) and Automatic Dependent Surveillance Broadcast (ADS-B) systems. The objective of this demonstration was to collect flight data to support validation efforts for the Access 5 CCA Work Package Performance Simulation and Systems Integration Laboratory (SIL). Correlation of the flight data with results obtained from the performance simulation serves as the basis for the simulation validation. A similar effort uses the flight data to validate the SIL architecture that contains the same sensor hardware that was used during the flight demonstration.

Talent Retention of the Air Force Officer Corps A Leader’s Role

DTIC Science & Technology

2016-02-16

skills. Take for example child prodigy Wolfgang Mozart who learned to play the piano at age four, began composing music at five, and wrote his...Task Force J4 (Afghanistan), Desk Officer (Philippines) and Air Movements Officer (Afghanistan), Branch Chief, Executive Officer, Flight Commander...expand the ability of commanders to deliberately develop their most capable officers. Lastly, the service needs to focus promotion on capabilities of

Inflight - Apollo XI (Mission Control Center [MCC]) - MSC

NASA Image and Video Library

1969-07-24

S69-40302 (24 July 1969) --- A group of NASA and Manned Spacecraft Center (MSC) officials join in with the flight controllers in the Mission Operations Control Room (MOCR) in the Mission Control Center (MCC), Building 30, in celebrating the successful conclusion of the Apollo 11 lunar landing mission. From left foreground are Dr. Maxime A. Faget, MSC Director of Engineering and Development; George S. Trimble, MSC Deputy Director; Dr. Christopher C. Kraft Jr., MSC Director of Flight Operations; Julian Scheer (in back), Assistant Administrator, Office of Public Affairs, NASA Headquarters; George M. Low, Manager, Apollo Spacecraft Program, MSC; Dr. Robert R. Gilruth, MSC Director; and Charles W. Mathews, Deputy Associate Administrator, Office of Manned Space Flight, NASA Headquarters.

Testing Conducted for Lithium-Ion Cell and Battery Verification

NASA Technical Reports Server (NTRS)

Reid, Concha M.; Miller, Thomas B.; Manzo, Michelle A.

2004-01-01

The NASA Glenn Research Center has been conducting in-house testing in support of NASA's Lithium-Ion Cell Verification Test Program, which is evaluating the performance of lithium-ion cells and batteries for NASA mission operations. The test program is supported by NASA's Office of Aerospace Technology under the NASA Aerospace Flight Battery Systems Program, which serves to bridge the gap between the development of technology advances and the realization of these advances into mission applications. During fiscal year 2003, much of the in-house testing effort focused on the evaluation of a flight battery originally intended for use on the Mars Surveyor Program 2001 Lander. Results of this testing will be compared with the results for similar batteries being tested at the Jet Propulsion Laboratory, the Air Force Research Laboratory, and the Naval Research Laboratory. Ultimately, this work will be used to validate lithium-ion battery technology for future space missions. The Mars Surveyor Program 2001 Lander battery was characterized at several different voltages and temperatures before life-cycle testing was begun. During characterization, the battery displayed excellent capacity and efficiency characteristics across a range of temperatures and charge/discharge conditions. Currently, the battery is undergoing lifecycle testing at 0 C and 40-percent depth of discharge under low-Earth-orbit (LEO) conditions.

77 FR 25189 - Extension of Agency Information Collection Activity Under OMB Review: Federal Flight Deck Officer...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-27

... February 28, 2012, 77 FR 12069. The collection requires interested volunteers to fill out an application to... collection. OMB Control Number: 1652-0011. Forms(s): N/A. Affected Public: Volunteer pilots, flight engineers..., train, deputize, and supervise qualified volunteer pilots, flight engineers, and navigators to defend...

CHANGES IN FLIGHT TRAINEE PERFORMANCE FOLLOWING SYNTHETIC HELICOPTER FLIGHT TRAINING.

ERIC Educational Resources Information Center

CARO, PAUL W., JR.; ISLEY, ROBERT N.

A STUDY WAS CONDUCTED AT THE U.S. ARMY PRIMARY HELICOPTER SCHOOL, FORT WOLTERS, TEXAS, TO DETERMINE WHETHER THE USE OF A HELICOPTER TRAINING DEVICE WOULD IMPROVE STUDENT PERFORMANCE DURING SUBSEQUENT HELICOPTER CONTACT FLIGHT TRAINING. SUBJECTS WERE TWO EXPERIMENTAL GROUPS AND TWO CONTROL GROUPS OF WARRANT OFFICER CANDIDATES ENROLLED FOR A…

45th Annual Targets, UAVs and Range Operations Symposium and Exhibition - Tools and Technologies for the Warfighter. Volume 1

DTIC Science & Technology

2007-10-30

Flight Test wmv format Joint Ground Robotics Program, Mr. Duane Gotvald, Deputy Project Manager , PEO GCS Robotic Systems Joint Program 1...Mr. Al Brown, TMO Deputy Director, PMITTS, PEO STRI 1. Targets Management Office wmv format Strength through Industry & Technology National...Ferguson, RCN, NDHQ 10:20AM DTRMC, OSD Strategic Plan Jerry Christensen, DOT&E 10:40 Target Management Initiative Ken McCormick, DOT&E 11:10AM

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.

76 FR 30232 - Office of Commercial Space Transportation Safety Approval Performance Criteria

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-24

... DEPARTMENT OF TRANSPORTATION Federal Aviation Administration Office of Commercial Space... levels associated with suborbital space flight. The reduced gravity levels are: --0.00 g 0.05 g for 17... Division (AST-200), FAA Office of Commercial Space Transportation (AST), 800 Independence Avenue, SW., Room...

14 CFR 142.11 - Application for issuance or amendment.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Flight Standards District Office that has jurisdiction over the area in which the applicant's principal business office is located; and (3) Be made at least 120 calendar days before the beginning of any proposed... application under which the certificate holder may conduct operations and the address of each business office...

NASA's Integrated Space Transportation Plan — 3 rd generation reusable launch vehicle technology update

NASA Astrophysics Data System (ADS)

Cook, Stephen; Hueter, Uwe

2003-08-01

NASA's Integrated Space Transportation Plan (ISTP) calls for investments in Space Shuttle safety upgrades, second generation Reusable Launch Vehicle (RLV) advanced development and third generation RLV and in-space research and technology. NASA's third generation launch systems are to be fully reusable and operation by 2025. The goals for third generation launch systems are to reduce cost by a factor of 100 and improve safety by a factor of 10,000 over current systems. The Advanced Space Transportation Program Office (ASTP) at NASA's Marshall Space Flight Center in Huntsville, AL has the agency lead to develop third generation space transportation technologies. The Hypersonics Investment Area, part of ASTP, is developing the third generation launch vehicle technologies in two main areas, propulsion and airframes. The program's major investment is in hypersonic airbreathing propulsion since it offers the greatest potential for meeting the third generation launch vehicles. The program will mature the technologies in three key propulsion areas, scramjets, rocket-based combined cycle and turbine-based combination cycle. Ground and flight propulsion tests are being planned for the propulsion technologies. Airframe technologies will be matured primarily through ground testing. This paper describes NASA's activities in hypersonics. Current programs, accomplishments, future plans and technologies that are being pursued by the Hypersonics Investment Area under the Advanced Space Transportation Program Office will be discussed.

An overview of the Office of Space Flight satellite servicing program plan

NASA Technical Reports Server (NTRS)

Levin, George M.; Erwin, Harry O., Jr.

1987-01-01

A comprehensive program for the development of satellite servicing tools and techniques is being currently carried out by the Office of Space Flight. The program is based on a satellite servicing infrastructure formulated by analyzing satellite servicing requirements; the program is Shuttle-based and compatible with the Orbital Maneuvering Vehicle and Space Station. The content of the satellite servicing program is reviewed with reference to the tools, techniques, and procedures being developed for refueling (or consumables resupply), repairing, and retrieving.

Operations and Autonomy of the Mars Pathfinder Microrover

NASA Technical Reports Server (NTRS)

Mishkin, A. H.; Morrison, J. C.; Nguyen, T. T.; Stone, H. W.; Cooper, B. K.

1998-01-01

The Microrover Flight Experiment (MFEX) is a NSAS OACT (Office of Advanced Concepts and Technology) flight experiment which, integrated with the Mars Pathfinder (MPF) lander and spacecraft system, landed on Mars on July 4, 1997.

77 FR 20530 - Notice of Procedures for Submitting Clarifying Questions Concerning the Flight, Duty, and Rest...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-05

... below. Technical Questions: Dale E. Roberts, Air Transportation Division, Flight Standards Service, Federal Aviation Administration; email dale[email protected] . Legal Questions: Alex Zektser, Office of...

75 FR 26318 - Notice of Intent To Request Extension From the Office of Management and Budget of a Currently...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-05-11

..., Request for Comments; Flight Standards Customer Satisfaction Survey AGENCY: Federal Aviation...: Federal Aviation Administration (FAA) Title: Flight Standards Customer Satisfaction Survey. Type of...

High Altitude Supersonic Decelerator Test Vehicle

NASA Technical Reports Server (NTRS)

Cook, Brant T.; Blando, Guillermo; Kennett, Andrew; Von Der Heydt, Max; Wolff, John Luke; Yerdon, Mark

2013-01-01

The Low Density Supersonic Decelerator (LDSD) project is tasked by NASA's Office of the Chief Technologist (OCT) to advance the state of the art in Mars entry and descent technology in order to allow for larger payloads to be delivered to Mars at higher altitudes with better accuracy. The project will develop a 33.5 m Do Supersonic Ringsail (SSRS) parachute, 6m attached torus, robotic class Supersonic Inflatable Aerodynamic Decelerator (SIAD-R), and an 8 m attached isotensoid, exploration class Supersonic Inflatable Aerodynamic Decelerator (SIAD-E). The SSRS and SIAD-R should be brought to TRL-6, while the SIAD-E should be brought to TRL-5. As part of the qualification and development program, LDSD must perform a Mach-scaled Supersonic Flight Dynamics Test (SFDT) in order to demonstrate successful free flight dynamic deployments at Mars equivalent altitude, of all three technologies. In order to perform these tests, LDSD must design and build a test vehicle to deliver all technologies to approximately 180,000 ft and Mach 4, deploy a SIAD, free fly to approximately Mach 2, deploy the SSRS, record high-speed and high-resolution imagery of both deployments, as well as record data from an instrumentation suite capable of characterizing the technology induced vehicle dynamics. The vehicle must also be recoverable after splashdown into the ocean under a nominal flight, while guaranteeing forensic data protection in an off nominal catastrophic failure of a test article that could result in a terminal velocity, tumbling water impact.

Propulsion/ASME Rocket-Based Combined Cycle Activities in the Advanced Space Transportation Program Office

NASA Technical Reports Server (NTRS)

Hueter, Uwe; Turner, James

1998-01-01

NASA's Office Of Aeronautics and Space Transportation Technology (OASTT) has establish three major coals. "The Three Pillars for Success". The Advanced Space Transportation Program Office (ASTP) at the NASA's Marshall Space Flight Center in Huntsville,Ala. focuses on future space transportation technologies under the "Access to Space" pillar. The Advanced Reusable Technologies (ART) Project, part of ASTP, focuses on the reusable technologies beyond those being pursued by X-33. The main activity over the past two and a half years has been on advancing the rocket-based combined cycle (RBCC) technologies. In June of last year, activities for reusable launch vehicle (RLV) airframe and propulsion technologies were initiated. These activities focus primarily on those technologies that support the year 2000 decision to determine the path this country will take for Space Shuttle and RLV. In February of this year, additional technology efforts in the reusable technologies were awarded. The RBCC effort that was completed early this year was the initial step leading to flight demonstrations of the technology for space launch vehicle propulsion. Aerojet, Boeing-Rocketdyne and Pratt & Whitney were selected for a two-year period to design, build and ground test their RBCC engine concepts. In addition, ASTROX, Pennsylvania State University (PSU) and University of Alabama in Huntsville also conducted supporting activities. The activity included ground testing of components (e.g., injectors, thrusters, ejectors and inlets) and integrated flowpaths. An area that has caused a large amount of difficulty in the testing efforts is the means of initiating the rocket combustion process. All three of the prime contractors above were using silane (SiH4) for ignition of the thrusters. This follows from the successful use of silane in the NASP program for scramjet ignition. However, difficulties were immediately encountered when silane (an 80/20 mixture of hydrogen/silane) was used for rocket ignition.

KSC-2009-5248

NASA Image and Video Library

2009-09-25

CAPE CANAVERAL, Fla. – This ribbon cutting officially turns over NASA Kennedy Space Center's Launch Control Center Firing Room 1 from the Space Shuttle Program to the Constellation Program. Participating are (from left) Pepper Phillips, director of the Constellation Project Office at Kennedy; Bob Cabana, Kennedy's director; Robert Crippen, former astronaut; Jeff Hanley, manager of the Constellation Program at NASA's Johnson Space Center; and Nancy Bray, deputy director of Center Operations at Kennedy. The room has undergone demolition and construction and been outfitted with consoles for the upcoming Ares I-X rocket flight test targeted for launch on Oct. 27. As the center of launch operations at Kennedy since the Apollo Program, the Launch Control Center, or LCC, has played a central role in NASA's human spaceflight programs. Firing Room 1 was the first operational firing room constructed. From this room, controllers launched the first Saturn V, the first crewed flight of Saturn V, the first crewed mission to the moon and the first space shuttle. Firing Room 1 will continue this tradition of firsts when controllers launch the Constellation Program's first flight test. Also, this firing room will be the center of operations for the upcoming Ares I and Orion operations. Photo credit: NASA/Kim Shiflett

Expedition Seven Science Officer Lu with laptop

NASA Image and Video Library

2003-07-16

ISS007-E-10478 (16 July 2003) --- Astronaut Edward T. Lu, Expedition 7 NASA ISS science officer and flight engineer, uses a computer in the Destiny laboratory on the International Space Station (ISS).

Research and technology operating plan summary: Fiscal year 1975 research and technology program. [space programs, energy technology, and aerospace sciences

NASA Technical Reports Server (NTRS)

1975-01-01

Summaries are presented of Research and Technology Operating Plans currently in progress throughout NASA. Citations and abstracts of the operating plans are presented along with a subject index, technical monitor index, and responsible NASA organization index. Research programs presented include those carried out in the Office of Aeronautics and Space Technology, Office of Energy Programs, Office of Applications, Office of Space Sciences, Office of Tracking and Data Acquisition, and the Office of Manned Space Flight.

Environmental modeling of trans-arctic and re-routed flights.

DOT National Transportation Integrated Search

2010-02-01

Recent work by researchers at Stanford University showed potentially large impacts on Arctic temperature increases due to aircraft over-flights. The FAAs Office of Environment and Energy tasked the Volpe Center, the MITRE Corporation, and Stanford...

NASA Deputy Administrator Tours Marshall Space Flight Center

NASA Technical Reports Server (NTRS)

1968-01-01

Pictured from the left, in the Saturn I mockup, are: William Brooksbank, Marshall Space Flight Center (MSFC) Propulsion and Vehicle Engineering Laboratory; Dr. Thomas O. Paine, Deputy Administrator of the National Aeronautics and Space Administration (NASA); Dr. Wernher von Braun, MSFC director; Colonel Clare F. Farley, executive officer of the Office of the Administrator; and Charles J. Donlan, newly appointed deputy associate administrator for Manned Space Flight, technical. The party examined an ordinary man's shoe (held by Paine) outfitted for use in the Saturn I Workshop. The shoe had a unique fastener built into the sole to allow an astronaut to move about the workshop floor and to remain in one position if he desired. Dr. Paine and his party indulged in a two-day tour at the Marshall Space Flight Center getting acquainted with Marshall personnel and programs. It was Paine's first visit to the center since assuming the NASA post on February 1, 1968.

75 FR 42599 - Posting of Flight Delay Data on Web Sites

Federal Register 2010, 2011, 2012, 2013, 2014

2010-07-22

...] RIN No. 2105-AE02 Posting of Flight Delay Data on Web Sites AGENCY: Office of the Secretary (OST... performance information to a reporting air carrier's Web site from anytime between the 20th and 23rd day of... flight performance data onto their Web sites on Saturday, July 24, 2010, for June data, and all...

Cabin Safety Subject Index,

DTIC Science & Technology

1984-01-01

1949 CABIN SAFETY SUBJECT XNDEX(U) FEDERAL AVIATION /~D-AiS 4e9 ADMINISTRATION WASHINGTON DC OFFICE OF RYIRTION MEDICINE D N POLLARD ET AL. JAN 84...City, Oklahoma 73125 13. Type of Report and Period Covered 12. Sponsoring Agency Name and AddressOffice of Aviation Medicine & Office of Flight...Regulations numbers, Air Carrier Operations Bulletin numbers, Advisory Circular numbers, and Office of Aviation Medicine report numbers. U

Flight Research Building at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1942-09-21

The Flight Research Building at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory is a 272- by 150-foot hangar with an internal height up to 90 feet. The hangar’s massive 37.5-foot-tall and 250-foot-long doors can be opened in sections to suit different size aircraft. The hangar has sheltered a diverse fleet of aircraft over the decades. These have ranged from World War II bombers to Cessna trainers and from supersonic fighter jets to a DC–9 airliner. At the time of this September 1942 photograph, however, the hangar was being used as an office building during the construction of the laboratory. In December of 1941, the Flight Research Building became the lab’s first functional building. Temporary offices were built inside the structure to house the staff while the other buildings were completed. The hangar offices were used for an entire year before being removed in early 1943. It was only then that the laboratory acquired its first aircraft, pilots and flight mechanics. The temporary one-story offices can be seen in this photograph inside the large sliding doors. Also note the vertical lift gate below the NACA logo. The gate was installed so that the tails of larger aircraft could pass into the hangar. The white Farm House that served as the Administration Building during construction can be seen in the distance to the left of the hangar.

14 CFR 141.25 - Business office and operations base.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Business office and operations base. 141.25... operations base. (a) Each holder of a pilot school or a provisional pilot school certificate must maintain a... or the operations base, each certificate holder must notify the FAA Flight Standards District Office...

14 CFR 141.25 - Business office and operations base.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Business office and operations base. 141.25... operations base. (a) Each holder of a pilot school or a provisional pilot school certificate must maintain a... or the operations base, each certificate holder must notify the FAA Flight Standards District Office...

14 CFR 141.25 - Business office and operations base.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Business office and operations base. 141.25... operations base. (a) Each holder of a pilot school or a provisional pilot school certificate must maintain a... or the operations base, each certificate holder must notify the FAA Flight Standards District Office...

14 CFR 141.25 - Business office and operations base.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Business office and operations base. 141.25... operations base. (a) Each holder of a pilot school or a provisional pilot school certificate must maintain a... or the operations base, each certificate holder must notify the FAA Flight Standards District Office...

Aircraft in the Flight Research Building at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1944-06-21

A Consolidated B–24D Liberator (left), Boeing B–29 Superfortress (background), and Lockheed RA–29 Hudson (foreground) parked inside the Flight Research Building at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. A P–47G Thunderbolt and P–63A King Cobra are visible in the background. The laboratory utilized 15 different aircraft during the final 2.5 years of World War II. This starkly contrasts with the limited-quantity, but long-duration aircraft of the NASA’s modern fleet. The Flight Research Building is a 272- by 150-foot hangar with an internal height ranging from 40 feet at the sides to 90 feet at its apex. The steel support trusses were pin-connected at the top with tension members extending along the corrugated transite walls down to the floor. The 37.5-foot-tall and 250-foot-long doors on either side can be opened in sections. The hangar included a shop area and stock room along the far wall, and a single-story office wing with nine offices, behind the camera. The offices were later expanded. The hangar has been in continual use since its completion in December 1942. Nearly 70 different aircraft have been sheltered here over the years. Temporary offices were twice constructed over half of the floor area when office space was at a premium.

Launch Vehicles

NASA Image and Video Library

2007-08-09

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts the preparation and placement of a confidence ring for friction stir welding used in manufacturing aluminum panels that will fabricate the Ares I upper stage barrel. The aluminum panels are manufactured and subjected to confidence tests during which the bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

Stir Friction Welding Used in Ares I Upper Stage Fabrication

NASA Technical Reports Server (NTRS)

2007-01-01

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts the preparation and placement of a confidence ring for friction stir welding used in manufacturing aluminum panels that will fabricate the Ares I upper stage barrel. The aluminum panels are manufactured and subjected to confidence tests during which the bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

Stir Friction Welding Used in Ares I Upper Stage Fabrication

NASA Technical Reports Server (NTRS)

2007-01-01

Under the goals of the Vision for Space Exploration, Ares I is a chief component of the cost-effective space transportation infrastructure being developed by NASA's Constellation Program. This transportation system will safely and reliably carry human explorers back to the moon, and then onward to Mars and other destinations in the solar system. The Ares I effort includes multiple project element teams at NASA centers and contract organizations around the nation, and is managed by the Exploration Launch Projects Office at NASA's Marshall Space Flight Center (MFSC). ATK Launch Systems near Brigham City, Utah, is the prime contractor for the first stage booster. ATK's subcontractor, United Space Alliance of Houston, is designing, developing and testing the parachutes at its facilities at NASA's Kennedy Space Center in Florida. NASA's Johnson Space Center in Houston hosts the Constellation Program and Orion Crew Capsule Project Office and provides test instrumentation and support personnel. Together, these teams are developing vehicle hardware, evolving proven technologies, and testing components and systems. Their work builds on powerful, reliable space shuttle propulsion elements and nearly a half-century of NASA space flight experience and technological advances. Ares I is an inline, two-stage rocket configuration topped by the Crew Exploration Vehicle, its service module, and a launch abort system. This HD video image depicts friction stir welding used in manufacturing aluminum panels that will fabricate the Ares I upper stage barrel. The aluminum panels are subjected to confidence panel tests during which the bent aluminum is stressed to breaking point and thoroughly examined. The panels are manufactured by AMRO Manufacturing located in El Monte, California. (Highest resolution available)

Open-Loop Pitch Table Optimization for the Maximum Dynamic Pressure Orion Abort Flight Test

NASA Technical Reports Server (NTRS)

Stillwater, Ryan A.

2009-01-01

NASA has scheduled the retirement of the space shuttle orbiter fleet at the end of 2010. The Constellation program was created to develop the next generation of human spaceflight vehicles and launch vehicles, known as Orion and Ares respectively. The Orion vehicle is a return to the capsule configuration that was used in the Mercury, Gemini, and Apollo programs. This configuration allows for the inclusion of an abort system that safely removes the capsule from the booster in the event of a failure on launch. The Flight Test Office at NASA's Dryden Flight Research Center has been tasked with the flight testing of the abort system to ensure proper functionality and safety. The abort system will be tested in various scenarios to approximate the conditions encountered during an actual Orion launch. Every abort will have a closed-loop controller with an open-loop backup that will direct the vehicle during the abort. In order to provide the best fit for the desired total angle of attack profile with the open-loop pitch table, the table is tuned using simulated abort trajectories. A pitch table optimization program was created to tune the trajectories in an automated fashion. The program development was divided into three phases. Phase 1 used only the simulated nominal run to tune the open-loop pitch table. Phase 2 used the simulated nominal and three simulated off nominal runs to tune the open-loop pitch table. Phase 3 used the simulated nominal and sixteen simulated off nominal runs to tune the open-loop pitch table. The optimization program allowed for a quicker and more accurate fit to the desired profile as well as allowing for expanded resolution of the pitch table.

KSC-2014-2954

NASA Image and Video Library

2014-06-18

CAPE CANAVERAL, Fla. – Mark Geyer, NASA Orion Program manager, along with NASA Administrator Charlie Bolden, to his right, and Kennedy Space Center Director Bob Cabana help mark the T-6 months and counting to the launch of Orion on Exploration Flight Test-1, or EFT-1, inside the Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida. At left is Rachel Kraft, NASA Public Affairs Officer. The crew module has been stacked on the service module in the Final Assembly and System Testing cell. EFT-1 will provide engineers with data about the heat shield's ability to protect Orion and its future crews from the 4,000-degree heat of reentry and an ocean splashdown following the spacecraft’s 20,000-mph reentry from space. Data gathered during the flight will inform decisions about design improvements on the heat shield and other Orion systems, and authenticate existing computer models and new approaches to space systems design and development. This process is critical to reducing overall risks and costs of future Orion missions. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Kim Shiflett

KSC-2014-2957

NASA Image and Video Library

2014-06-18

CAPE CANAVERAL, Fla. – NASA Administrator Charlie Bolden helps mark the T-6 months and counting to the launch of Orion on Exploration Flight Test-1, or EFT-1, during a visit to the Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida. To his right is Rachel Kraft, NASA Public Affairs Officer, and standing behind him is Cleon Lacefield, Lockheed Martin Orion Program manager. The crew module has been stacked on the service module in the Final Assembly and System Testing cell. EFT-1 will provide engineers with data about the heat shield's ability to protect Orion and its future crews from the 4,000-degree heat of reentry and an ocean splashdown following the spacecraft’s 20,000-mph reentry from space. Data gathered during the flight will inform decisions about design improvements on the heat shield and other Orion systems, and authenticate existing computer models and new approaches to space systems design and development. This process is critical to reducing overall risks and costs of future Orion missions. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Kim Shiflett

KSC-2014-2958

NASA Image and Video Library

2014-06-18

CAPE CANAVERAL, Fla. – Kennedy Space Center Director Bob Cabana helps mark the T-6 months and counting to the launch of Orion on Exploration Flight Test-1, or EFT-1, inside the Operations and Checkout Building high bay at Kennedy Space Center in Florida. To his right is Rachel Kraft, NASA Public Affairs Officer, and standing behind him is Cleon Lacefield, Lockheed Martin Orion Program manager. The crew module has been stacked on the service module in the Final Assembly and System Testing cell. EFT-1 will provide engineers with data about the heat shield's ability to protect Orion and its future crews from the 4,000-degree heat of reentry and an ocean splashdown following the spacecraft’s 20,000-mph reentry from space. Data gathered during the flight will inform decisions about design improvements on the heat shield and other Orion systems, and authenticate existing computer models and new approaches to space systems design and development. This process is critical to reducing overall risks and costs of future Orion missions. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Kim Shiflett

Integrated Clinical Training for Space Flight Using a High-Fidelity Patient Simulator in a Simulated Microgravity Environment

NASA Technical Reports Server (NTRS)

Hurst, Victor; Doerr, Harold K.; Polk, J. D.; Schmid, Josef; Parazynksi, Scott; Kelly, Scott

2007-01-01

This viewgraph presentation reviews the use of telemedicine in a simulated microgravity environment using a patient simulator. For decades, telemedicine techniques have been used in terrestrial environments by many cohorts with varied clinical experience. The success of these techniques has been recently expanded to include microgravity environments aboard the International Space Station (ISS). In order to investigate how an astronaut crew medical officer will execute medical tasks in a microgravity environment, while being remotely guided by a flight surgeon, the Medical Operation Support Team (MOST) used the simulated microgravity environment provided aboard DC-9 aircraft teams of crew medical officers, and remote flight surgeons performed several tasks on a patient simulator.

New Crop Selection

NASA Technical Reports Server (NTRS)

Bhuiyan, Ruqayah H.; Spencer, Lashelle; Wheeler, Ray; Romeyn, Matthew

2018-01-01

For extended space flight, reliable food supplies are a necessity. Most of the food products consumed by astronauts today are stored for flight via freeze drying. Fresh food is needed to supplement known national deficiencies in the stored food diet (Cooper et al.). This is so because stored foods can lose nutritional value. Fresh food is the answer to the nutritional demands of space flight. Kennedy Space Center's Utilization and Life Sciences Office (UB-A), under the Exploration Research and Technology Program (UB), conducts research on plant growth and development under International Space Station (ISS) conditions. UB-A analyzes the growth responses of leafy greens in microgravity and through the manipulation of environmental conditions (CO2 levels, light intensity, relative humidity, and water delivery). By manipulating growing conditions researchers can optimize food production using minimal/restricted resources. The New Crop Selection experiments are testing the suitability of leafy crops to ISS conditions. Results from this study showed that 'Dragoon' Lettuce and 'Red Russian' Kale have the largest fresh mass.

SonicBAT News Conference

NASA Image and Video Library

2017-08-17

In the Kennedy Space Center's Press Site auditorium, NASA and other government leaders speak to members of the media at a news conference to discuss upcoming flight tests to study the effects of sonic booms. Participants from left are: Matthew Kamlet of NASA Communications at the Armstrong Flight Research Center in California; Peter Coen, SonicBAT Mission Analysis at NASA’s Langley Research Center in Virginia; Larry Cliatt, SonicBAT Fluid Mechanics at Armstrong; Dale Ketcham chief of Strategic Alliances for Space Florida; and Laura Henning, public information officer for the Canaveral National Seashore. Kennedy is partnering with Armstrong, Langley and Space Florida for a program called SonicBAT for Sonic Booms in Atmospheric Turbulence. Starting in August, NASA F-18 jets will take off from the Shuttle Landing Facility and fly at supersonic speeds while agency researchers on the ground measure the effects of low-altitude turbulence on sonic booms. The study could lead to technology mitigating the annoying sonic booms making possible supersonic flights over populated areas.

Design, Fabrication and Integration of a NaK-Cooled Circuit

NASA Technical Reports Server (NTRS)

Garber, Anne; Godfroy, Thomas

2006-01-01

The Early Flight Fission Test Facilities (EFF-TF) team has been tasked by the NASA Marshall Space Flight Center Nuclear Systems Office to design, fabricate, and test an actively pumped alkali metal flow circuit. The system, which was originally designed for use with a eutectic mixture of sodium potassium (NaK), was redesigned to for use with lithium. Due to a shi$ in focus, it is once again being prepared for use with NaK. Changes made to the actively pumped, high temperature circuit include the replacement of the expansion reservoir, addition of remotely operated valves, and modification of the support table. Basic circuit components include: reactor segment, NaK to gas heat exchanger, electromagnetic (EM) liquid metal pump, load/drain reservoir, expansion reservoir, instrumentation, and a spill reservoir. A 37-pin partial-array core (pin and flow path dimensions are the same as those in a fill design) was selected for fabrication and test. This paper summarizes the integration and preparations for the fill of the pumped liquid metal NaK flow circuit.

Origin of Marshall Space Flight Center (MSFC)

NASA Image and Video Library

2004-04-15

Twelve scientific specialists of the Peenemuende team at the front of Building 4488, Redstone Arsenal, Huntsville, Alabama. They led the Army's space efforts at ABMA before transfer of the team to National Aeronautic and Space Administration (NASA), George C. Marshall Space Flight Center (MSFC). (Left to right) Dr. Ernst Stuhlinger, Director, Research Projects Office; Dr. Helmut Hoelzer, Director, Computation Laboratory: Karl L. Heimburg, Director, Test Laboratory; Dr. Ernst Geissler, Director, Aeroballistics Laboratory; Erich W. Neubert, Director, Systems Analysis Reliability Laboratory; Dr. Walter Haeussermarn, Director, Guidance and Control Laboratory; Dr. Wernher von Braun, Director Development Operations Division; William A. Mrazek, Director, Structures and Mechanics Laboratory; Hans Hueter, Director, System Support Equipment Laboratory;Eberhard Rees, Deputy Director, Development Operations Division; Dr. Kurt Debus, Director Missile Firing Laboratory; Hans H. Maus, Director, Fabrication and Assembly Engineering Laboratory

10. Credit USAF, 7 September 1945. Original housed in the ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. Credit USAF, 7 September 1945. Original housed in the Muroc Flight Test Base, Unit History, 1 September 1942 - 30 June 1945. Alfred F. Simpson Historical Research Agency. United States Air Force. Maxwell AFB, Alabama. View looks northwest into jet engine test cell located on aircraft apron southeast of Building 4305. In background of photo can be seen doors of Unicon Portable Hangar on left, and southeast end of Building T-l Bachelor Officers' Quarters ("Desert Rat Hotel"). This view emphasizes the hangar's role as a test facility for developing and testing aircraft and aircraft systems, not simply as a "garage" for aircraft. - Edwards Air Force Base, North Base, Unicon Portable Hangar, First & C Streets, Boron, Kern County, CA

Airworthiness and Flight Characteristics Evaluation, UH-60A (Black Hawk) Helicopter

DTIC Science & Technology

1981-09-01

ACTIVITY EDWARDS AIR FORCE BASE, CALIFORNIA 93523 8..30 83 09 0 1 n 04 DISCLoAIMER NOTICE The findings of this report are not to be constrned as an...EDWARDS AIR FORCE BASE, CALIFORNJA 68-0-BH031.-01-68 II. CONTROLLING OFFICE NAME AND ADORESS 1I. REPORT OATS US ARMY AVN RESEARCH & DEVELOPMENT COMMAND...34| conipliance with the applicable paragraphs of the Prime Item Development Specification The UH-60A was tested at Edwards Air Force Base. California

2. Photographic copy of architectural elevations for Building 4505, Taylor ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

2. Photographic copy of architectural elevations for Building 4505, Taylor & Barnes, Architects & Engineers, 803 W. Third Street, Los Angeles California, O.C.E. Office of Civil Engineer Job No. A(9-10), Military Construction: Materiel Command Flight Test Base, Muroc, California, Hangar and Auxiliary Buildings: Hangar Type P-A, Exterior Elevations, Sheet No. 18, March 1944. Reproduced from the holdings of the National Archives, Pacific Southwest Region - Edwards Air Force Base, North Base, Hangar, End of North Base Road, Boron, Kern County, CA

Logistics Operations Management Center: Maintenance Support Baseline (LOMC-MSB)

NASA Technical Reports Server (NTRS)

Kurrus, R.; Stump, F.

1995-01-01

The Logistics Operations Management Center Maintenance Support Baseline is defined. A historical record of systems, applied to and deleted from, designs in support of future management and/or technical analysis is provided. All Flight elements, Ground Support Equipment, Facility Systems and Equipment and Test Support Equipment for which LOMC has responsibilities at Kennedy Space Center and other locations are listed. International Space Station Alpha Program documentation is supplemented. The responsibility of the Space Station Launch Site Support Office is established.

Students Compete in NASA's Human Exploration Rover Challenge

NASA Image and Video Library

2018-04-03

NASA's Human Exploration Rover Challenge invites high school and college teams to design, build and test human-powered roving vehicles inspired by the Apollo lunar missions and future exploration missions to the Moon, Mars and beyond. The nearly three-quarter-mile course boasts grueling obstacles that simulate terrain found throughout the solar system. Hosted by NASA’s Marshall Space Flight Center in Huntsville, Alabama, and the U.S. Space & Rocket Center, Rover Challenge is managed by Marshall's Academic Affairs Office.

1. Photographic copy of architectural plan for Building 4505, Taylor ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. Photographic copy of architectural plan for Building 4505, Taylor & Barnes, Architects & Engineers, 803 W. Third Street, Los Angeles California, O.C.E. Office of Civil Engineer Job No. A(9-10), Military Construction: Materiel Command Flight Test Base, Muroc, California, Hangar and Auxiliary Buildings: Hangar Type P-A, Floor Plan & Roof Plan, Sheet No. 16, March 1944. Reproduced from the holdings of the National Archives, Pacific Southwest Region - Edwards Air Force Base, North Base, Hangar, End of North Base Road, Boron, Kern County, CA

KSC-2014-4701

NASA Image and Video Library

2014-12-04

CAPE CANAVERAL, Fla. -- In the Kennedy Space Center’s Press Site auditorium, agency and industry leaders spoke to members of the news media about the postponement of the Orion Flight Test launch due to an issue related to fill and drain valves on the Delta IV Heavy rocket. From left are: Brandi Dean of NASA Public Affairs, Mark Geyer, NASA's Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, and Dan Collins, United Launch Alliance chief operating officer. For more information, visit www.nasa.gov/orion Photo credit: NASA/Frankie Martin

Saturn Apollo Program

NASA Image and Video Library

1968-10-01

The Saturn IB and Saturn V flight vehicles first stages were manufactured at the Michoud Assembly Facility located 24 kilometers (approximately 15 miles) east of downtown New Orleans, Louisiana. The basic manufacturing building boasted 43 acres under one roof. By 1964, NASA added a separate engineering and office building, vertical assembly building, and test stage building. By 1966, other changes to the site included enlarged barge facilities and other miscellaneous support buildings. The image is a view of various vehicle components in the manufacturing plant.

Saturn Apollo Program

NASA Image and Video Library

1967-11-01

This image depicts a Boeing worker installing an F-1 engine on the Saturn V S-IC flight stage at the Michoud Assembly Facility (MAF). The Saturn IB and Saturn V first stages were manufactured at the MAF, located 24 kilometers (approximately 15 miles) east of downtown New Orleans, Louisiana. The prime contractors, Chrysler and Boeing, jointly occupied the MAF. The basic manufacturing building boasted 43 acres under one roof. By 1964, NASA added a separate engineering and office building, vertical assembly building, and test stage building.

The New Millenium Program: Serving Earth and Space Sciences

NASA Technical Reports Server (NTRS)

Li, Fuk K.

2000-01-01

NASA has exciting plans for space science and Earth observations during the next decade. A broad range of advanced spacecraft and measurement technologies will be needed to support these plans within the existing budget and schedule constraints. Many of these technology needs are common to both NASA's Office of Earth Science (OES) and Office of Space Sciences (OSS). Even though some breakthrough technologies have been identified to address these needs, project managers have traditionally been reluctant to incorporate them into flight programs because their inherent development risk. To accelerate the infusion of new technologies into its OES and OSS missions, NASA established the New Millennium Program (NMP). This program analyzes the capability needs of these enterprises, identifies candidate technologies to address these needs, incorporates advanced technology suites into validation flights, validates them in the relevant space environment, and then proactively infuses the validated technologies into future missions to enhance their capabilities while reducing their life cycle cost. The NMP employs a cross-enterprise Science Working Group, the NASA Enterprise science and technology roadmaps to define the capabilities needed by future Earth and Space science missions. Additional input from the science community is gathered through open workshops and peer-reviewed NASA Research Announcement (NRAs) for advanced measurement concepts. Technology development inputs from the technology organizations within NASA, other government agencies, federally funded research and development centers (FFRDC's), U.S. industry, and academia are sought to identify breakthrough technologies that might address these needs. This approach significantly extends NASA's technology infrastructure. To complement other flight test programs that develop or validate of individual components, the NMP places its highest priority on system-level validations of technology suites in the relevant space environment. This approach is not needed for all technologies, but it is usually essential to validate advanced system architectures or new measurement concepts. The NMP has recently revised its processes for defining candidate validation flights, and selecting technologies for these flights. The NMP now employs integrated project formulation teams, 'Which include scientists, technologists, and mission planners, to incorporate technology suites into candidate validation flights. These teams develop competing concepts, which can be rigorously evaluated prior to selection for flight. The technology providers for each concept are selected through an open, competitive, process during the project formulation phase. If their concept is selected for flight, they are incorporated into the Project Implementation Team, which develops, integrates, tests, launches, and operates the technology validation flight. Throughout the project implementation phase, the Implementation Team will document and disseminate their validation results to facilitate the infusion of their validated technologies into future OSS and OES science missions. The NMP has successfully launched its first two Deep Space flights for the OSS, and is currently implementing its first two Earth Orbiting flights for the OES. The next OSS and OES flights are currently being defined. Even though these flights are focused on specific Space Science and Earth Science themes, they are designed to validate a range of technologies that could benefit both enterprises, including advanced propulsion, communications, autonomous operations and navigation, multifunctional structures, microelectronics, and advanced instruments. Specific examples of these technologies will be provided in our presentation. The processes developed by the NMP also provide benefits across the Space and Earth Science enterprises. In particular, the extensive, nation-wide technology infrastructure developed by the NMP enhances the access to breakthrough technologies for both enterprises.

Kelly Latimer

NASA Image and Video Library

2007-03-09

Kelly Latimer is a research pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, Calif. Latimer joined NASA in March 2007 and will fly the T38, T-34, G-III, C-17 and the "Ikhana" Predator B. Latimer is Dryden's first female research test pilot. Prior to joining NASA, Latimer was on active duty with the U.S. Air Force. She has accumulated more than 5,000 hours of military and civilian flight experience in 30 aircraft. Latimer's first association with NASA was while attending graduate school at George Washington University, Washington, D.C. Her studies included work with the Joint Institute for the Advancement of Flight Sciences at NASA's Langley Research Center, Hampton, Va. She flew an Air Force C-17 during a 2005 NASA study to reduce aircraft noise. A team of California Polytechnic State University students and Northrop Grumman personnel were stationed on Rogers Dry Lake located at Edwards Air Force Base, Calif., to record the noise footprint of the aircraft as it made various landing approaches to Edwards' runway. Latimer completed undergraduate pilot training at Reese Air Force Base, Texas, in 1990. She remained at Reese as a T-38 instructor pilot until 1993. She was assigned as a C-141 aircraft commander at McCord Air Force Base, Tacoma, Wash., until 1996. Latimer graduated from the U.S. Air Force Test Pilot School at Edwards in Class 96B. She served as a C-17 and C-141 experimental test pilot at Edwards until 2000. She then became the chief of the Performance Branch and a T-38 instructor pilot at The Air Force Test Pilot School. She returned to McCord in 2002, where she was a C-17 aircraft commander and the operations officer for the 62nd Operations Support Squadron. In 2004, Latimer became the commander of Edwards' 418th Flight Test Squadron and director of the Global Reach Combined Test Force. Following that assignment, she deployed to Iraq as an advisor to the Iraqi Air Force. Her last active duty tour was as an instructor a

How to get on board Space Station Freedom

NASA Technical Reports Server (NTRS)

Bartoe, John-David

1992-01-01

Space Station Freedom will accommodate researchers with interests in science, technology and commercial applications. NASA sponsors will be responsible for selecting the U.S. researchers for Space Station Freedom. The four NASA sponsors are: Office of Space Science and Applications (OSSA), Office of Aeronautics and Space Technology (OAST), Office of Commercial Programs (OCP), and the Office of Space Flight (OSF). The areas of research responsibility for each sponsor are presented. The researcher solicitation vehicles used by OSSA and OAST and the methodology for researchers seeking sponsorship from OCP and OSF as well as the pricing policy are discussed. Descriptions of flight planning, payload integration and operations functions are presented. Three categories of payloads and their respective payload integration times are discussed. Researchers are advised to contact a NASA sponsor and a source which lists the points of contact for the NASA sponsors is noted.

Composite Overwrapped Pressure Vessels (COPV): Flight Rationale for the Space Shuttle Program

NASA Technical Reports Server (NTRS)

Kezirian, Michael T.; Johnson, Kevin L.; Phoenix, Stuart L.

2011-01-01

Each Orbiter Vehicle (Space Shuttle Program) contains up to 24 Kevlar49/Epoxy Composite Overwrapped Pressure Vessels (COPV) for storage of pressurized gases. In the wake of the Columbia accident and the ensuing Return To Flight (RTF) activities, Orbiter engineers reexamined COPV flight certification. The original COPV design calculations were updated to include recently declassified Kevlar COPV test data from Lawrence Livermore National Laboratory (LLNL) and to incorporate changes in how the Space Shuttle was operated as opposed to orinigially envisioned. 2005 estimates for the probability of a catastrophic failure over the life of the program (from STS-1 through STS-107) were one-in-five. To address this unacceptable risk, the Orbiter Project Office (OPO) initiated a comprehensive investigation to understand and mitigate this risk. First, the team considered and eventually deemed unfeasible procuring and replacing all existing flight COPVs. OPO replaced the two vessels with the highest risk with existing flight spare units. Second, OPO instituted operational improvements in ground procedures to signficiantly reduce risk, without adversely affecting Shuttle capability. Third, OPO developed a comprehensive model to quantify the likelihood of occurrance. A fully-instrumented burst test (recording a lower burst pressure than expected) on a flight-certified vessel provided critical understanding of the behavior of Orbiter COPVs. A more accurate model was based on a newly-compiled comprehensive database of Kevlar data from LLNL and elsewhere. Considering hardware changes, operational improvements and reliability model refinements, the mean reliability was determined to be 0.998 for the remainder of the Shuttle Program (from 2007, for STS- 118 thru STS-135). Since limited hardware resources precluded full model validation through multiple tests, additional model confidence was sought through the first-ever Accelerated Stress Rupture Test (ASRT) of a flown flight article. A Bayesian statistical approach was developed to interpret possible test results. Since the lifetime observed in the ASRT exceeded initial estimates by one to two orders of magnitude, the Space Shuttle Program deemed there was significant conservatism in the model and accepted continued operation with existing flight hardware. Given the variability in tank-to-tank original prooftest response, a non-destructive evaluation (NDE) technique utilizing Raman Spectroscopy was developed to directly measure COPV residual stress state. Preliminary results showed that patterns of low fiber elastic strains over the outside vessel surface, together with measured permanent volume growth during proof, could be directly correlated to increased fiber stress ratios on the inside fibers adjacent to the liner, and thus reduced reliability.

75 FR 34925 - Posting of Flight Delay Data on Web Sites

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-21

...] RIN No. 2105-AE02 Posting of Flight Delay Data on Web Sites AGENCY: Office of the Secretary (OST... carrier's Web site from anytime between the 20th and 23rd day of the month to the fourth Saturday of the... the requirement to post flight delay data on carriers' Web sites. Moreover, this change would further...

14 CFR 45.22 - Exhibition, antique, and other aircraft: Special rules.

Code of Federal Regulations, 2010 CFR

2010-01-01

... between those locations and the base of operations of the aircraft; and (3) For each flight in the United States: (i) It is operated with the prior approval of the Flight Standards District Office, in the case of a flight within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class...

Sense and avoid technology for Global Hawk and Predator UAVs

NASA Astrophysics Data System (ADS)

McCalmont, John F.; Utt, James; Deschenes, Michael; Taylor, Michael J.

2005-05-01

The Sensors Directorate at the Air Force Research Laboratory (AFRL) along with Defense Research Associates, Inc. (DRA) conducted a flight demonstration of technology that could potentially satisfy the Federal Aviation Administration's (FAA) requirement for Unmanned Aerial Vehicles (UAVs) to sense and avoid local air traffic sufficient to provide an "...equivalent level of safety, comparable to see-and-avoid requirements for manned aircraft". This FAA requirement must be satisfied for autonomous UAV operation within the national airspace. The real-time on-board system passively detects approaching aircraft, both cooperative and non-cooperative, using imaging sensors operating in the visible/near infrared band and a passive moving target indicator algorithm. Detection range requirements for RQ-4 and MQ-9 UAVs were determined based on analysis of flight geometries, avoidance maneuver timelines, system latencies and human pilot performance. Flight data and UAV operating parameters were provided by the system program offices, prime contractors, and flight-test personnel. Flight demonstrations were conducted using a surrogate UAV (Aero Commander) and an intruder aircraft (Beech Bonanza). The system demonstrated target detection ranges out to 3 nautical miles in nose-to-nose scenarios and marginal visual meteorological conditions. (VMC) This paper will describe the sense and avoid requirements definition process and the system concept (sensors, algorithms, processor, and flight rest results) that has demonstrated the potential to satisfy the FAA sense and avoid requirements.

Official Portrait of Astronaut Michael Collins

NASA Technical Reports Server (NTRS)

1967-01-01

This is the official NASA portrait of astronaut Michael Collins. Collins chose an Air Force career following graduation from West Point. He served as an experimental flight test officer at the Air Force Flight Test Center, Edwards Air Force Base, California, and, in that capacity, tested performance and stability and control characteristics of Air Force aircraft, primarily jet fighters. Having logged approximately 5,000 hours flying time, Collins was one of the third group of astronauts named by NASA in October 1963. Collins completed two space flights, logging 266 hours in space, of which, 1 hour and 27 minutes was spent in Extra Vehicular Activity (EVA). On July 18, 1966, he served as backup pilot for the Gemini VII mission which included a successful rendezvous and docking with a separately launched Agena target vehicle and, using the power of the Agena, maneuvered the Gemini spacecraft into another orbit for a rendezvous with a second, passive Agena. His skillful performance in completing two periods of EVA included the recovery of a micrometeorite detection experiment from the passive Agena. July 16-24, 1969, Collins served as command module (CM) pilot on Apollo 11, the historic first lunar landing mission. He remained aboard the CM, Columbia, on station in lunar orbit and performed the final re-docking maneuvers following a successful lunar orbit rendezvous with the Lunar Module (LM), Eagle. Collins left NASA in January 1970.

Saturn Apollo Program

NASA Image and Video Library

1967-01-09

This is the official NASA portrait of astronaut Michael Collins. Collins chose an Air Force career following graduation from West Point. He served as an experimental flight test officer at the Air Force Flight Test Center, Edwards Air Force Base, California, and, in that capacity, tested performance and stability and control characteristics of Air Force aircraft, primarily jet fighters. Having logged approximately 5,000 hours flying time, Collins was one of the third group of astronauts named by NASA in October 1963. Collins completed two space flights, logging 266 hours in space, of which, 1 hour and 27 minutes was spent in Extra Vehicular Activity (EVA). On July 18, 1966, he served as backup pilot for the Gemini VII mission which included a successful rendezvous and docking with a separately launched Agena target vehicle and, using the power of the Agena, maneuvered the Gemini spacecraft into another orbit for a rendezvous with a second, passive Agena. His skillful performance in completing two periods of EVA included the recovery of a micrometeorite detection experiment from the passive Agena. July 16-24, 1969, Collins served as command module (CM) pilot on Apollo 11, the historic first lunar landing mission. He remained aboard the CM, Columbia, on station in lunar orbit and performed the final re-docking maneuvers following a successful lunar orbit rendezvous with the Lunar Module (LM), Eagle. Collins left NASA in January 1970.

KSC-2014-3386

NASA Image and Video Library

2014-08-06

LOS ANGELES, Calif. – NASA astronaut Nicole Stott poses for photographs in the well deck of the USS Anchorage during the Science, Technology, Engineering and Mathematics, or STEM, Expo for L.A. Navy Days at the Port of Los Angeles in California. With her is Commanding Officer Joel G. Stewart, USS Anchorage. NASA, Lockheed Martin and the U.S. Navy completed Underway Recovery Test 2 on the Orion boilerplate test vehicle in the Pacific Ocean off the coast of San Diego to prepare for recovery of the Orion crew module on its return from a deep space mission. The underway recovery test allowed the teams to demonstrate and evaluate the recovery processes, procedures, new hardware and personnel in open waters. The Ground Systems Development and Operations Program conducted the underway recovery test. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 on Exploration Flight Test-1, or EFT-1, atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: Kim Shiflett

Cold Flow Plume Entrainment Test Final Report NTF Test Number 2456

NASA Technical Reports Server (NTRS)

Ruf, Joseph H.; McDaniels, David; Mishtawy, Jason; Ramachandran, Narayanan; Hammad, Khaled J.

2005-01-01

As part of the Space Shuttle Return to Flight (RTF) program, Marshall Space Flight Center (MSFC) performed computational fluid dynamics (CFD) analysis to define the velocity flowfields around the Shuttle stack at liftoff. These CFD predicted velocity flowfields were used in debris transport analysis (DTA). High speed flows such as plumes induce or 'entrain' mass from the surrounding environment. Previous work had shown that CFD analysis over-predicts plume induced flows. Therefore, the DTA would tend to 1) predict more debris impacts, and 2) the debris velocity (and kinetic energy) of those impacts would be too high. At a November, 2004 peer-review it was recommended that the Liftoff DTA team quantify the uncertainty in the DTA caused by the CFD's over prediction of plume induced flow. To do so, the Liftoff DTA team needed benchmark quality data for plume induced flow to quantify the CFD accuracy and its effect on the DTA. MSFC's Nozzle Test Facility (NTF) conducted the "Nozzle Induced Flows test, P#2456" to obtain experimental data for plume induced flows for nozzle flow exhausting into q quiescent freestream. Planning for the test began in December, 2004 and the experimental data was obtained in February and March of 2005. The funding for this test was provided by MSFC's Space Shuttle Propulsion Systems Integration and Engineering office.

Flight deck magnetic fields in commercial aircraft.

PubMed

Nicholas, J S; Butler, G C; Lackland, D T; Hood, W C; Hoel, D G; Mohr, L C

2000-11-01

Airline pilots are exposed to magnetic fields generated by the aircraft's electrical system. The objectives of this study were (1) to directly measure flight deck magnetic fields in terms of personal exposure to the pilots when flying on different aircraft types over a 75-hour flight-duty month, and (2) to compare magnetic field exposures across flight deck types and job titles. Measurements were taken using personal dosimeters carried by either the Captain or the First Officer on Boeing 737/200, Boeing 747/400, Boeing 767/300ER, and Airbus 320 aircraft. Approximately 1,008 block hours were recorded at a sampling frequency of 3 seconds. Total block time exposure to the pilots ranged from a harmonic geometric mean of 6.7 milliGauss (mG) for the Boeing 767/300ER to 12.7 mG for the Boeing 737/200. Measured flight deck magnetic field levels were substantially above the 0.8-1 mG level typically found in the home or office and suggest the need for further study to evaluate potential health effects of long-term exposure. Copyright 2000 Wiley-Liss, Inc.

Animation of Heliopause Electrostatic Rapid Transport System (HERTS)

NASA Image and Video Library

2016-04-20

Animation of Heliopause Electrostatic Rapid Transport System (HERTS) concept. NASA engineers are conducting tests to develop models for the Heliopause Electrostatic Rapid Transport System. HERTS builds upon the electric sail invention of Dr. Pekka Janhunen of the Finnish Meteorological Institute. An electric sail could potentially send scientific payloads to the edge of our solar system, the heliopause, in less than 10 years. The research is led by Bruce M. Wiegmann, an engineer in the Advanced Concepts Office at NASA's Marshall Space Flight Center. The HERTS E-Sail development and testing is funded by NASA’s Space Technology Mission Directorate through the NASA Innovative Advanced Concepts Program.

KSC-2013-2916

NASA Image and Video Library

2013-06-27

CAPE CANAVERAL, Fla. - NASA's Commercial Crew Program Manager Ed Mango and astronaut Mike Good media on the progress of American human spaceflight development at Kennedy Space Center in Florida. At right is NASA Public Affairs Officer Gregory Harland. They also discussed the future steps the program will take to certify crew transportation systems for missions to the International Space Station. The program is working toward the next phase of certification, which will be called Commercial Crew Transportation Capability, or CCtCap. That phase will include a joint test concept in which NASA astronauts will play a role in flight testing the systems. To learn more about CCP, visit www.nasa.gov/commercialcrew. Photo credit: Jim Grossmann

KSC-2013-2914

NASA Image and Video Library

2013-06-27

CAPE CANAVERAL, Fla. - NASA's Commercial Crew Program Manager Ed Mango and astronaut Mike Good media on the progress of American human spaceflight development at Kennedy Space Center in Florida. At right is NASA Public Affairs Officer Gregory Harland. They also discussed the future steps the program will take to certify crew transportation systems for missions to the International Space Station. The program is working toward the next phase of certification, which will be called Commercial Crew Transportation Capability, or CCtCap. That phase will include a joint test concept in which NASA astronauts will play a role in flight testing the systems. To learn more about CCP, visit www.nasa.gov/commercialcrew. Photo credit: Jim Grossmann

Marshall Space Flight Center 1990 annual chronology of events

NASA Technical Reports Server (NTRS)

Wright, Michael

1991-01-01

A chronological listing is provided of the major events for the Marshall Space Flight Center for the calendar year 1990. The MSFC Historian, Management Operations Office, compiled the chronology from various sources and from supplemental information provided by the major MSFC organizations.

Marshall Space Flight Center 1989 annual chronology of events

NASA Technical Reports Server (NTRS)

Wright, Michael

1990-01-01

A chronological listing of the major events for the Marshall Space Flight Center for the calendar year 1989 is provided. The MSFC Historian, Management Operations Office, compiled the chronology from various sources and from supplemental information provided by the major MSFC organizations.

Research Opportunities in Nutrition and Metabolism in Space

NASA Technical Reports Server (NTRS)

Altman, Philip L. (Editor); Fisher, Kenneth D. (Editor)

1986-01-01

The objectives of the Life Sciences Research Office (LSRO) study on nutrient requirements for meeting metabolic needs in manned space flights are as follows: review extant knowledge on the subject; identify significant gaps in knowledge; formulate suggestions for possible research; and produce a documented report of the foregoing items that can be used for program planning. In accordance with NASA's request for this study, the report focuses on issues of nutrition and metabolism that relate primarily to the contemplated United States Space Station, secondarily to the Shuttle Program as an orbital test bed for operational studies, and incidentally to scenarios for future long-term space flights. Members of the LSRO ad hoc Working Group on Nutrition and Metabolism were provided with pertinent articles and summaries on the subject. At the meeting of the Working Group, presentations were made by NASA Headquarters program staff on past experiences relative to space-flight nutrition and metabolism, as well as scenarios for future flights. The discussions of the ad hoc Working Group focused on the following: (1) metabolic needs related to work and exercise; (2) nutrients required to meet such needs; (3) food types, management, and records; and (4) nutritional amelioration or prevention of space-related physiological and behavioral changes.

CONSTELLATION Images from other centers - February 2010

NASA Image and Video Library

2010-02-08

JSC2010-E-019040 (8 Feb. 2010) --- Brent Jett, director, flight crew operations, watches a monitor at his console in the space shuttle flight control room in the Mission Control Center at NASA's Johnson Space Center during launch countdown activities a few hundred miles away in Florida, site of space shuttle Endeavour's STS-130 launch. John McCullough (seated), chief of the flight director office, is at right.

Personnel discussing Gemini 11 space flight in Mission Control

NASA Image and Video Library

1966-09-12

S66-52157 (12 Sept. 1966) --- Discussing the Gemini-11 spaceflight in the Mission Control Center are: (left to right) Christopher C. Kraft Jr., (wearing glasses), Director of Flight Operations; Charles W. Mathews (holding phone), Manager, Gemini Program Office; Dr. Donald K. Slayton (center, checked coat), Director of Flight Crew Operations; astronaut William A. Anders, and astronaut John W. Young. Photo credit: NASA

14 CFR 382.133 - What are the requirements concerning the evaluation and use of passenger-supplied electronic...

Code of Federal Regulations, 2011 CFR

2011-01-01

..., if applicable, of the carrier operating the flight for an individual planning to use such a device to... operating the flight for an individual planning to use such a device to check-in up to one hour before that... cabin during flight? 382.133 Section 382.133 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT...

14 CFR 382.133 - What are the requirements concerning the evaluation and use of passenger-supplied electronic...

Code of Federal Regulations, 2010 CFR

2010-01-01

..., if applicable, of the carrier operating the flight for an individual planning to use such a device to... operating the flight for an individual planning to use such a device to check-in up to one hour before that... cabin during flight? 382.133 Section 382.133 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT...

14 CFR 382.133 - What are the requirements concerning the evaluation and use of passenger-supplied electronic...

Code of Federal Regulations, 2012 CFR

2012-01-01

..., if applicable, of the carrier operating the flight for an individual planning to use such a device to... operating the flight for an individual planning to use such a device to check-in up to one hour before that... cabin during flight? 382.133 Section 382.133 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT...

14 CFR 382.133 - What are the requirements concerning the evaluation and use of passenger-supplied electronic...

Code of Federal Regulations, 2014 CFR

2014-01-01

..., if applicable, of the carrier operating the flight for an individual planning to use such a device to... operating the flight for an individual planning to use such a device to check-in up to one hour before that... cabin during flight? 382.133 Section 382.133 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT...

14 CFR 382.133 - What are the requirements concerning the evaluation and use of passenger-supplied electronic...

Code of Federal Regulations, 2013 CFR

2013-01-01

..., if applicable, of the carrier operating the flight for an individual planning to use such a device to... operating the flight for an individual planning to use such a device to check-in up to one hour before that... cabin during flight? 382.133 Section 382.133 Aeronautics and Space OFFICE OF THE SECRETARY, DEPARTMENT...

jsc2010e046805

NASA Image and Video Library

2010-04-05

JSC2010-E-046805 (5 April 2010) --- John McCullough, chief of the Flight Director Office; and Janet Kavandi, deputy director, Flight Crew Operations, watch television screens at the Mission Operations Directorate (MOD) console in the space shuttle flight control room in the Mission Control Center at NASA's Johnson Space Center during launch a few hundred miles away in Florida, site of space shuttle Discovery's STS-131 liftoff.

Data Collected During the Post-Flight Survey of Micrometeoroid and Orbital Debris Impact Features on the Hubble Wide Field Planetary Camera 2

NASA Technical Reports Server (NTRS)

Opiela, J. N.; Liou, J.-C.; Anz-Meador, P. D.

2010-01-01

Over a period of five weeks during the summer of 2009, personnel from the NASA's Orbital Debris Program Office and Meteoroid Environment Office performed a post-flight examination of the Hubble Space Telescope (HST) Wide Field Planetary Camera 2 (WFPC-2) radiator. The objective was to record details about all micrometeoroid and orbital debris (MMOD) impact features with diameters of 300 micron and larger. The WFPC-2 was located in a clean room at NASA's Goddard Space Flight Center. Using a digital microscope, the team examined and recorded position, diameter, and depth information for each of 685 craters. Taking advantage of the digital microscope's data storage and analysis features, the actual measurements were extracted later from the recorded images, in an office environment at the Johnson Space Center. Measurements of the crater include depth and diameter. The depth was measured from the undisturbed paint surface to the deepest point within the crater. Where features penetrate into the metal, both the depth in metal and the paint thickness were measured. In anticipation of hypervelocity tests and simulations, several diameter measurements were taken: the spall area, the area of any bare metal, the area of any discolored ("burned") metal, and the lips of the central crater. In the largest craters, the diameter of the crater at the surface of the metal was also measured. The location of each crater was recorded at the time of inspection. This paper presents the methods and results of the crater measurement effort, including the size and spatial distributions of the impact features. This effort will be followed by taking the same measurements from hypervelocity impact targets simulating the WFPC-2 radiator. Both data sets, combined with hydrocode simulation, will help validate or improve the MMOD environment in low Earth orbit.

Towards a U.S. Army Officer Corps Strategy for Success: Retaining Talent

DTIC Science & Technology

2010-01-01

well-intentioned but unsound policies have created significant officer talent flight, engen - dering significant risk for the Army. Poor retention...Nalco Chemical targeted such officers for recruitment into their junior executive programs. 55 APPENDIX D FORECASTING—THE CHALLENGE OF UNSTABLE...Armor, Infantry, Field Artillery, Aviation, Air Defense, Engineers, Chemical , Military Police, 61 Military Intelligence, Signal Corps, Ordnance

National Airspace System : long-term capacity planning needed despite recent reduction in flight delays

DOT National Transportation Integrated Search

2001-12-01

The General Accounting Office (GAO) was asked to examine the aviation community's efforts to reduce flight delays. Specifically the GAO focused their work on the following questions: 1) What initiatives are planned or under way by the federal governm...

Phillips with TVIS hardware in Zvezda

NASA Image and Video Library

2005-09-07

ISS011-E-12608 (7 September 2005) --- Astronaut John L. Phillips, Expedition 11 NASA Space Station science officer and flight engineer, works with a portion of the Treadmill Vibration Isolation System (TVIS) during In-Flight Maintenance (IFM) in the Zvezda Service Module of the International Space Station.

Lu and Kaleri in Node 1/Unity module

NASA Image and Video Library

2003-10-26

ISS007-E-18035 (26 October 2003) --- Cosmonaut Alexander Y. Kaleri (left), Expedition 8 flight engineer, and astronaut Edward T. Lu, Expedition 7 NASA ISS science officer and flight engineer, hold tools in the Unity node on the International Space Station (ISS). Kaleri represents Rosaviakosmos.

Workshop on Flight Crew Accident and Incident Human Factors Proceedings (MS Word file)

DOT National Transportation Integrated Search

1995-06-01

On June 21 - 23, 1995, the Federal Aviation Administration's (FAA's) Office of : System Safety, as part of its Human Factors Data Project, convened the Workshop : on Flight Crew Accident and Incident Human Factors at The MITRE Corporation in : McLean...

Taking the Next Steps: The Ares I Crew Launch Vehicle and Ares V Cargo Launch Vehicle

NASA Technical Reports Server (NTRS)

Cook, Stephen A.; Vanhooser, Teresa

2008-01-01

The National Aeronautics and Space Administration (NASA)'s Constellation Program is depending on the Ares Projects Office (APO) to deliver the crew and cargo launch capabilities needed to send human explorers to the Moon, Mars, and beyond. The APO continues to make progress toward design, component testing, and early flight testing of the Ares I crew launch vehicle, as well as early design work for the Ares V cargo launch vehicle. Ares I and Ares V will form the core space launch capabilities that the United States needs to continue its pioneering tradition as a spacefaring nation (Figure 1). This paper will discuss design, fabrication, and testing progress toward building these new launch vehicles.

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao, right, Flight Engineer and Soyuz Commander Salizhan Sharipov donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

David Brock addresses the "How to Launch Your Business with NASA" forum.

NASA Image and Video Library

2017-10-18

The Morgan County Economic Development Association and the City of Decatur, in Partnership with the NASA/Marshall Space Flight Center (MSFC), hosted a business forum on, How to Launch Your Business with NASA, Wednesday, October 18, 2017, at the Alabama Center for the Arts in downtown Decatur, AL. The event was open to all businesses allowed them to connect with Senior NASA representatives and their prime contractors. The program guided businesses through the process of working with NASA as a supplier, subcontractor, and/or a service provider. The Marshall Space Flight Center’s projected procurement budget in FY 2018 is approximately $2.2 billion and numerous procurement opportunities are available for small business participation each fiscal year. The program included Todd May, Director of Marshall Space Flight Center; Johnny Stephenson, Director of Marshall Space Flight Center’s Office of Strategic Analysis and Communication; David Brock, Small Business Specialist with Marshall Space Flight Center; and Lynn Garrison, Small Business Specialist Technical Advisor with Marshall Space Flight Center. Additionally, there was a prime contractor panel consisting of representatives from five NASA prime contractors. The event included a dedicated networking session with those prime contractors. The “Launch Your Business With NASA” event provides those in attendance the opportunity to network with key Marshall Space Flight Center procurement and technical personnel, and representatives of several major Marshall Space Flight Center prime contractors.Arts.. David Brock, head of Marshall's Small Business Office talks about doing business with Marshall.

An Integrated Approach to Exploration Launch Office Requirements Development

NASA Technical Reports Server (NTRS)

Holladay, Jon B.; Langford, Gary

2006-01-01

The proposed paper will focus on the Project Management and Systems Engineering approach utilized to develop a set of both integrated and cohesive requirements for the Exploration Launch Office, within the Constellation Program. A summary of the programmatic drivers which influenced the approach along with details of the resulting implementation will be discussed as well as metrics evaluating the efficiency and accuracy of the various requirements development activities. Requirements development activities will focus on the procedures utilized to ensure that technical content was valid and mature in preparation for the Crew Launch Vehicle and Constellation System s Requirements Reviews. This discussion will begin at initial requirements development during the Exploration Systems Architecture Study and progress through formal development of the program structure. Specific emphasis will be given to development and validation of the requirements. This discussion will focus on approaches to garner the appropriate requirement owners (or customers), project infrastructure utilized to emphasize proper integration, and finally the procedure to technically mature, verify and validate the requirements. Examples of requirements being implemented on the Launch Vehicle (systems, interfaces, test & verification) will be utilized to demonstrate the various processes and also provide a top level understanding of the launch vehicle(s) performance goals. Details may also be provided on the approaches for verification, which range from typical aerospace hardware development (qualification/acceptance) through flight certification (flight test, etc.). The primary intent of this paper is to provide a demonstrated procedure for the development of a mature, effective, integrated set of requirements on a complex system, which also has the added intricacies of both heritage and new hardware development integration. Ancillary focus of the paper will include discussion of Test and Verification approaches along with top level systems/elements performance capabilities.

Launch Vehicle Demonstrator Using Shuttle Assets

NASA Technical Reports Server (NTRS)

Creech, Dennis M.; Threet, Grady E., Jr.; Philips, Alan D.; Waters, Eric D.

2011-01-01

The Advanced Concepts Office at NASA's George C. Marshall Space Flight Center undertook a study to define candidate early heavy lift demonstration launch vehicle concepts derived from existing space shuttle assets. The objective was to determine the performance capabilities of these vehicles and characterize potential early demonstration test flights. Given the anticipated budgetary constraints that may affect America's civil space program, and a lapse in U.S. heavy launch capability with the retirement of the space shuttle, an early heavy lift launch vehicle demonstration flight would not only demonstrate capabilities that could be utilized for future space exploration missions, but also serve as a building block for the development of our nation s next heavy lift launch system. An early heavy lift demonstration could be utilized as a test platform, demonstrating capabilities of future space exploration systems such as the Multi Purpose Crew Vehicle. By using existing shuttle assets, including the RS-25D engine inventory, the shuttle equipment manufacturing and tooling base, and the segmented solid rocket booster industry, a demonstrator concept could expedite the design-to-flight schedule while retaining critical human skills and capital. In this study two types of vehicle designs are examined. The first utilizes a high margin/safety factor battleship structural design in order to minimize development time as well as monetary investment. Structural design optimization is performed on the second, as if an operational vehicle. Results indicate low earth orbit payload capability is more than sufficient to support various vehicle and vehicle systems test programs including Multi-Purpose Crew Vehicle articles. Furthermore, a shuttle-derived, hydrogen core vehicle configuration offers performance benefits when trading evolutionary paths to maximum capability.

M2-F1 in flight during low-speed car tow

NASA Technical Reports Server (NTRS)

1963-01-01

The M2-F1 shown in flight during a low-speed car tow runs across the lakebed. Such tests allowed about two minutes to test the vehicle's handling in flight. NASA Flight Research Center (later redesignated the Dryden Flight Research Center) personnel conducted as many as 8 to 14 ground-tow flights in a single day either to test the vehicle in preparation for air tows or to train pilots to fly the vehicle before they undertook air tows. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

Office of Marine and Aviation Operations |

Science.gov Websites

Administration. United States Department of Commerce Office of Marine & Aviation Operations (OMAO) parent Marine & Aviation Operations (OMAO) Utility Navigation Fleet Documents Careers Primary Navigation Home Learn A NOAA ship Marine Operations About Ships Media Contact Tandem NOAA aircraft in flight

Expedition Seven Science Officer Lu works with IRED hardware in Node 1/Unity

NASA Image and Video Library

2003-06-23

ISS007-E-08023 (23 June 2003) --- Astronaut Edward T. Lu, Expedition 7 NASA ISS science officer and flight engineer, performs maintenance on the Interim Resistive Exercise Device (IRED) Assembly in the Unity node on the International Space Station (ISS).

Orion L-1 Press Conference

NASA Image and Video Library

2014-12-03

In the Kennedy Space Center’s Press Site auditorium, agency and industry leaders spoke to members of the news media as the Orion spacecraft and its Delta IV Heavy rocket were being prepared for launch. From left are: Brandi Dean of NASA Public Affairs, Mark Geyer, Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, Jeff Angermeier, Exploration Flight Test-1 Ground Systems Development and Operations mission manager, Ron Fortson, United Launch Alliance director of mission management, and Kathy Winters, U.S. Air Force 45th Space Wing Launch Weather officer.

Photographic copy of architectural plan for Administration Building (T50): Taylor ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of architectural plan for Administration Building (T-50): Taylor & Barnes, Architects & Engineers, 803 W. Third Street, Los Angeles California, O.C.E. Office of Civil Engineer Job No. A(9-10), Military Construction: Materiel Command Flight Test Base, Muroc, California, Hangar and Auxiliary Buildings: Administration Building Type OB-H-T, Plans and - Details, Sheet No. 38 of 38, March 1944. Reproduced from the holdings of the National Archives, Pacific Southwest Region - Edwards Air Force Base, North Base, Administration Building T-50, D Street, Boron, Kern County, CA

Photographic copy of architectural drawings for Building 4315: Taylor & ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photographic copy of architectural drawings for Building 4315: Taylor & Barnes, Architects & Engineers, 803 W. Third Street, Los Angeles California, O.C.E. Office of Civil Engineer Job No. Muroc ESA 210-50 and 210-44, Military Construction: Muroc Flight Test Base, Muroc, California, Utility Yard & Shops: Carpenter & Paint Shop, Utility Shop & Lavatory, Plan & Elevations, Sheet No. 4 of 8, May 1945. Reproduced from the holdings of the National Archives, Pacific Southwest Region - Edwards Air Force Base, North Base, Utility & Paint Shop, Second & E Streets, Boron, Kern County, CA

KSC-97pc187

NASA Image and Video Library

1997-01-21

STS-82 Mission Commander, far left, takes a photograph of his fellow crew members Pilot Scott J. "Doc" Horowitz, at far right, and Mission Specialist Joseph R. "Joe" Tanner while they are training in the M-113 armored personnel carrier. George Hoggard, a training officer with KSC Fire Services, looks on. The STS-82 crew is at KSC to participate in the Terminal Countdown Demonstration Test (TCDT), a dress rehearsal for launch. The 10-day flight, which will be the second Hubble Space Telescope servicing mission, is targeted for a Feb. 11 liftoff

14 CFR 380.28 - Charter prospectus.

Code of Federal Regulations, 2010 CFR

2010-01-01

... cities, dates, type of aircraft, number of seats, and charter price for each flight; (ii) The tour itinerary (if any) including hotels (name and length of stay at each), and other ground accommodations and... flights that will be performed by each direct carrier. (Approved by the Office of Management and Budget...

76 FR 2440 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-13

... training courses are submitted to FAA for evaluation. The information is reviewed to determine applicant... Than Pilots. Respondents: Approximately 1,036 flight engineers and flight navigators. Frequency... and Budget. Comments should be addressed to the attention of the Desk Officer, Department of...

14 CFR 234.4 - Reporting of on-time performance.

Code of Federal Regulations, 2014 CFR

2014-01-01

... reportable flights held out in the Official Airline Guide (OAG), in the computer reservations systems (CRS... Director, Office of Airline Statistics, and shall contain the following information: (1) Carrier and flight... aviation system, if any. (20) Minutes of delay attributed to security, if any. (21) Minutes of delay...

14 CFR 234.4 - Reporting of on-time performance.

Code of Federal Regulations, 2012 CFR

2012-01-01

... reportable flights held out in the Official Airline Guide (OAG), in the computer reservations systems (CRS... Director, Office of Airline Statistics, and shall contain the following information: (1) Carrier and flight... aviation system, if any. (20) Minutes of delay attributed to security, if any. (21) Minutes of delay...

14 CFR 234.4 - Reporting of on-time performance.

Code of Federal Regulations, 2011 CFR

2011-01-01

... reportable flights held out in the Official Airline Guide (OAG), in the computer reservations systems (CRS... Director, Office of Airline Statistics, and shall contain the following information: (1) Carrier and flight... aviation system, if any. (20) Minutes of delay attributed to security, if any. (21) Minutes of delay...

14 CFR 234.4 - Reporting of on-time performance.

Code of Federal Regulations, 2013 CFR

2013-01-01

... reportable flights held out in the Official Airline Guide (OAG), in the computer reservations systems (CRS... Director, Office of Airline Statistics, and shall contain the following information: (1) Carrier and flight... aviation system, if any. (20) Minutes of delay attributed to security, if any. (21) Minutes of delay...

Military simulation - Pushing the visual technology

NASA Astrophysics Data System (ADS)

Boyle, D.

1984-02-01

A full mission flight simulator has been developed for the U.S. Air Force's B-52 bomber crews which requires more computational capacity than is used aboard the Space Shuttle, employing a total of 14 computers capable of over 5 million operations/sec. The system encompasses a flight deck, in which the pilots train, an offensive station simulator, which is operated by the navigator and weaponry officer, and a defensive station simulator, operated by the electronic warfare (EW) officer and communications officer. Instructors control the computer-generated images simulating the external environment from three consoles corresponding to the three simulator units. In each simulated mission, the crews release bombs and air-launched cruise missiles, and fire short range attack missiles and the B-52 tail guns. The threats simulated include hostile aircraft, surface-to-air missiles, and antiaircraft artillery, together with EW activity.

Space Shuttle Program

NASA Image and Video Library

2012-09-12

Ronnie Rigney (r), chief of the Propulsion Test Office in the Project Directorate at Stennis Space Center, stands with agency colleagues to receive the prestigious American Institute of Aeronautics and Astronautics George M. Low Space Transportation Award on Sept. 12. Rigney accepted the award on behalf of the NASA and contractor team at Stennis for their support of the Space Shuttle Program that ended last summer. From 1975 to 2009, Stennis Space Center tested every main engine used to power 135 space shuttle missions. Stennis continued to provide flight support services through the end of the Space Shuttle Program in July 2011. The center also supported transition and retirement of shuttle hardware and assets through September 2012. The 2012 award was presented to the space shuttle team 'for excellence in the conception, development, test, operation and retirement of the world's first and only reusable space transportation system.' Joining Rigney for the award ceremony at the 2012 AIAA Conference in Pasadena, Calif., were: (l to r) Allison Zuniga, NASA Headquarters; Michael Griffin, former NASA administrator; Don Noah, Johnson Space Center in Houston; Steve Cash, Marshall Space Flight Center in Huntsville, Ala.; and Pete Nickolenko, Kennedy Space Center in Florida.

STS-114 Space Shuttle Discovery Performs Back Flip For Photography

NASA Technical Reports Server (NTRS)

2005-01-01

Launched on July 26, 2005 from the Kennedy Space Center in Florida, STS-114 was classified as Logistics Flight 1. Among the Station-related activities of the mission were the delivery of new supplies and the replacement of one of the orbital outpost's Control Moment Gyroscopes (CMGs). STS-114 also carried the Raffaello Multi-Purpose Logistics Module and the External Stowage Platform-2. A major focus of the mission was the testing and evaluation of new Space Shuttle flight safety, which included new inspection and repair techniques. Upon its approach to the International Space Station (ISS), the Space Shuttle Discovery underwent a photography session in order to assess any damages that may have occurred during its launch and/or journey through Space. Discovery was over Switzerland, about 600 feet from the ISS, when Cosmonaut Sergei K. Kriklev, Expedition 11 Commander, and John L. Phillips, NASA Space Station officer and flight engineer photographed the spacecraft as it performed a back flip to allow photography of its heat shield. Astronaut Eileen M. Collins, STS-114 Commander, guided the shuttle through the flip. The photographs were analyzed by engineers on the ground to evaluate the condition of Discovery's heat shield. The crew safely returned to Earth on August 9, 2005. The mission historically marked the Return to Flight after nearly a two and one half year delay in flight after the Space Shuttle Columbia tragedy in February 2003.

International Space Station (ISS)

NASA Image and Video Library

2005-07-28

Launched on July 26, 2005 from the Kennedy Space Center in Florida, STS-114 was classified as Logistics Flight 1. Among the Station-related activities of the mission were the delivery of new supplies and the replacement of one of the orbital outpost's Control Moment Gyroscopes (CMGs). STS-114 also carried the Raffaello Multi-Purpose Logistics Module and the External Stowage Platform-2. A major focus of the mission was the testing and evaluation of new Space Shuttle flight safety, which included new inspection and repair techniques. Upon its approach to the International Space Station (ISS), the Space Shuttle Discovery underwent a photography session in order to assess any damages that may have occurred during its launch and/or journey through Space. Discovery was over Switzerland, about 600 feet from the ISS, when Cosmonaut Sergei K. Kriklev, Expedition 11 Commander, and John L. Phillips, NASA Space Station officer and flight engineer photographed the spacecraft as it performed a back flip to allow photography of its heat shield. Astronaut Eileen M. Collins, STS-114 Commander, guided the shuttle through the flip. The photographs were analyzed by engineers on the ground to evaluate the condition of Discovery’s heat shield. The crew safely returned to Earth on August 9, 2005. The mission historically marked the Return to Flight after nearly a two and one half year delay in flight after the Space Shuttle Columbia tragedy in February 2003.

International Space Station (ISS)

NASA Image and Video Library

2005-07-28

Launched on July 26, 2005, from the Kennedy Space Center in Florida, STS-114 was classified as Logistics Flight 1. Among the Station-related activities of the mission were the delivery of new supplies and the replacement of one of the orbital outpost's Control Moment Gyroscopes (CMGs). STS-114 also carried the Raffaello Multi-Purpose Logistics Module and the External Stowage Platform-2. A major focus of the mission was the testing and evaluation of new Space Shuttle flight safety, which included new inspection and repair techniques. Upon its approach to the International Space Station (ISS), the Space Shuttle Discovery underwent a photography session in order to assess any damages that may have occurred during its launch and/or journey through Space. Discovery was over Switzerland, about 600 feet from the ISS, when Cosmonaut Sergei K. Kriklev, Expedition 11 Commander, and John L. Phillips, NASA Space Station officer and flight engineer photographed the under side of the spacecraft as it performed a back flip to allow photography of its heat shield. Astronaut Eileen M. Collins, STS-114 Commander, guided the shuttle through the flip. The photographs were analyzed by engineers on the ground to evaluate the condition of Discovery’s heat shield. The crew safely returned to Earth on August 9, 2005. The mission historically marked the Return to Flight after nearly a two and one half year delay in flight after the Space Shuttle Columbia tragedy in February 2003.

International Space Station (ISS)

NASA Image and Video Library

2005-07-28

Launched on July 26, 2005 from the Kennedy Space Center in Florida, STS-114 was classified as Logistics Flight 1. Among the Station-related activities of the mission were the delivery of new supplies and the replacement of one of the orbital outpost's Control Moment Gyroscopes (CMGs). STS-114 also carried the Raffaello Multi-Purpose Logistics Module and the External Stowage Platform-2. A major focus of the mission was the testing and evaluation of new Space Shuttle flight safety, which included new inspection and repair techniques. Upon its approach to the International Space Station (ISS), the Space Shuttle Discovery underwent a photography session in order to assess any damages that may have occurred during its launch and/or journey through Space. Discovery was over Switzerland, about 600 feet from the ISS, when Cosmonaut Sergei K. Kriklev, Expedition 11 Commander, and John L. Phillips, NASA Space Station officer and flight engineer photographed the under side of the spacecraft as it performed a back flip to allow photography of its heat shield. Astronaut Eileen M. Collins, STS-114 Commander, guided the shuttle through the flip. The photographs were analyzed by engineers on the ground to evaluate the condition of Discovery’s heat shield. The crew safely returned to Earth on August 9, 2005. The mission historically marked the Return to Flight after nearly a two and one half year delay in flight after the Space Shuttle Columbia tragedy in February 2003.

Flight evaluation of advanced third-generation midwave infrared sensor

NASA Astrophysics Data System (ADS)

Shen, Chyau N.; Donn, Matthew

1998-08-01

In FY-97 the Counter Drug Optical Upgrade (CDOU) demonstration program was initiated by the Program Executive Office for Counter Drug to increase the detection and classification ranges of P-3 counter drug aircraft by using advanced staring infrared sensors. The demonstration hardware is a `pin-for-pin' replacement of the AAS-36 Infrared Detection Set (IRDS) located under the nose radome of a P-3 aircraft. The hardware consists of a 3rd generation mid-wave infrared (MWIR) sensor integrated into a three axis-stabilized turret. The sensor, when installed on the P- 3, has a hemispheric field of regard and analysis has shown it will be capable of detecting and classifying Suspected Drug Trafficking Aircraft and Vessels at ranges several factors over the current IRDS. This paper will discuss the CDOU system and it's lab, ground, and flight evaluation results. Test targets included target templates, range targets, dedicated target boats, and targets of opportunity at the Naval Air Warfare Center Aircraft Division and at operational test sites. The objectives of these tests were to: (1) Validate the integration concept of the CDOU package into the P-3 aircraft. (2) Validate the end-to-end functionality of the system, including sensor/turret controls and recording of imagery during flight. (3) Evaluate the system sensitivity and resolution on a set of verified resolution targets templates. (4) Validate the ability of the 3rd generation MWIR sensor to detect and classify targets at a significantly increased range.

Orbiter Atlantis (STS-110) Launch With New Block II Engines

NASA Technical Reports Server (NTRS)

2002-01-01

Powered by three newly-enhanced Space Shuttle Maine Engines (SSMEs), called the Block II Maine Engines, the Space Shuttle Orbiter Atlantis lifted off from the Kennedy Space Center launch pad on April 8, 2002 for the STS-110 mission. The Block II Main Engines incorporate an improved fuel pump featuring fewer welds, a stronger integral shaft/disk, and more robust bearings, making them safer and more reliable, and potentially increasing the number of flights between major overhauls. NASA continues to increase the reliability and safety of Shuttle flights through a series of enhancements to the SSME. The engines were modified in 1988 and 1995. Developed in the 1970s and managed by the Space Shuttle Projects Office at the Marshall Space Flight Center, the SSME is the world's most sophisticated reusable rocket engine. The new turbopump made by Pratt and Whitney of West Palm Beach, Florida, was tested at NASA's Stennis Space Center in Mississippi. Boeing Rocketdyne in Canoga Park, California, manufactures the SSME. This image was extracted from engineering motion picture footage taken by a tracking camera.

STS-114 Flight Day 10 Highlights

NASA Technical Reports Server (NTRS)

2005-01-01

On Flight Day 10 of the STS-114 mission the International Space Station (ISS) is seen in low lighting while the Space Station Remote Manipulator System (SSRMS), also known as Canadarm 2 grapples the Raffaello Multipurpose Logistics Module (MPLM) in preparation for its undocking the following day. Members of the shuttle crew (Commander Eileen Collins, Pilot James Kelly, Mission Specialists Soichi Noguchi, Stephen Robinson, Andrew Thomas, Wendy Lawrence, and Charles Camarda) and the Expedition 11 crew (Commander Sergei Krikalev and NASA ISS Science Officer and Flight Engineer John Phillips) of the ISS read statements in English and Russian in a ceremony for astronauts who gave their lives. Interview segments include one of Collins, Robinson, and Camarda, wearing red shirts to commemorate the STS-107 Columbia crew, and one of Collins and Noguchi on board the ISS, which features voice over from an interpreter translating questions from the Japanese prime minister. The video also features a segment showing gap fillers on board Discovery after being removed from underneath the orbiter, and another segment which explains an experimental plug for future shuttle repairs being tested onboard the mid deck.

NAAMES Photo Essay

NASA Image and Video Library

2017-12-08

Scientist Ewan Crosbie has developed a mechanism for sampling actual cloud droplets in flight. Here he’s labeling his test vials for future examination in ground based labs. --- The North Atlantic Aerosols and Marine Ecosystems Study (NAAMES) is a five year investigation to resolve key processes controlling ocean system function, their influences on atmospheric aerosols and clouds and their implications for climate. Michael Starobin joined the NAAMES field campaign on behalf of Earth Expeditions and NASA Goddard Space Flight Center’s Office of Communications. He presented stories about the important, multi-disciplinary research being conducted by the NAAMES team, with an eye towards future missions on the NASA drawing board. This is a NAAMES photo essay put together by Starobin, a collection of 49 photographs and captions. Photo and Caption Credit: Michael Starobin 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

Ares Launch Vehicles Lean Practices Case Study

NASA Technical Reports Server (NTRS)

Doreswamy, Rajiv; Self, Timothy A.

2007-01-01

The Ares launch vehicles team, managed by the Ares Projects Office (APO) at NASA Marshall Space Flight Center, has completed the Ares I Crew Launch Vehicle System Requirements Review and System Definition Review and early design work for the Ares V Cargo Launch Vehicle. This paper provides examples of how Lean Manufacturing, Kaizen events, and Six Sigma practices are helping APO deliver a new space transportation capability on time and within budget, while still meeting stringent technical requirements. For example, Lean philosophies have been applied to numerous process definition efforts and existing process improvement activities, including the Ares I-X test flight Certificate of Flight Readiness (CoFR) process, risk management process, and review board organization and processes. Ares executives learned Lean practices firsthand, making the team "smart buyers" during proposal reviews and instilling the team with a sense of what is meant by "value-added" activities. Since the goal of the APO is to field launch vehicles at a reasonable cost and on an ambitious schedule, adopting Lean philosophies and practices will be crucial to the Ares Project's long-term SUCCESS.

Common aperture multispectral sensor flight test program

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

Bird, R.S.; Kaufman, C.S.

1996-11-01

This paper will provide an overview of the Common Aperture Multispectral Sensor (CAMS) Hardware Demonstrator. CAMS is a linescanning sensor that simultaneously collected digital imagery over the Far-IR (8 to 12 {mu}m) and visible spectral (0.55 to 1.1 PM) spectral bands, correlated at the pixel level. CAMS was initially sponsored by the U.S. Naval Air System Commands F/A-18 program office (PMA-265). The current CAMS field tests are under the direction of Northrop-Grumman for the Defense Nuclear Agency (DNA) in support of the Follow-On Open Skies Sensor Evaluation Program (FOSEP) and are scheduled to be conducted in April 1996. 8 figs.,more » 4 tabs.« less

Force Limited Vibration Testing Monograph

NASA Technical Reports Server (NTRS)

Scharton, Terry D.

1997-01-01

The practice of limiting the shaker force in vibration tests was investigated at the NASA Jet Propulsion Laboratory (JPL) in 1990 after the mechanical failure of an aerospace component during a vibration test. Now force limiting is used in almost every major vibration test at JPL and in many vibration tests at NASA Goddard Space Flight Center (GSFC) and at many aerospace contractors. The basic ideas behind force limiting have been in the literature for several decades, but the piezo-electric force transducers necessary to conveniently implement force limiting have been available only in the last decade. In 1993, funding was obtained from the NASA headquarters Office of Chief Engineer to develop and document the technology needed to establish force limited vibration testing as a standard approach available to all NASA centers and aerospace contractors. This monograph is the final report on that effort and discusses the history, theory, and applications of the method in some detail.

KSC-2014-3385

NASA Image and Video Library

2014-08-06

LOS ANGELES, Calif. – NASA astronaut Nicole Stott prepares for the Science, Technology, Engineering and Mathematics, or STEM, Expo for L.A. Navy Days in the well deck of the USS Anchorage at the Port of Los Angeles in California. At left, is Commanding Officer Joel G. Stewart, USS Anchorage. Visitors will have the opportunity to meet Stott and view the Orion boilerplate test vehicle secured in its recovery cradle. NASA, Lockheed Martin and the U.S. Navy completed Underway Recovery Test 2 in the Pacific Ocean off the coast of San Diego to prepare for recovery of the Orion crew module on its return from a deep space mission. The underway recovery test allowed the teams to demonstrate and evaluate the recovery processes, procedures, new hardware and personnel in open waters. The Ground Systems Development and Operations Program conducted the underway recovery test. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 on Exploration Flight Test-1, or EFT-1, atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: Kim Shiflett

Small form factor optical fiber connector evaluation for harsh environments

NASA Astrophysics Data System (ADS)

Ott, Melanie N.; Thomes, W. Joe, Jr.; Chuska, Richard F.; Switzer, Robert; Blair, Diana E.

2011-09-01

For the past decade NASA programs have utilized the Diamond AVIM connector for optical fiber assemblies on space flight instrumentation. These connectors have been used in communications, sensing and LIDAR systems where repeatability and high performance are required. Recently Diamond has released a smaller form factor optical fiber connector called the "Mini-AVIM" which although more compact still includes the tight tolerances and the ratcheting feature of the heritage AVIM. NASA Goddard Space Flight Center Photonics Group in the Parts, Packaging and Assembly Technologies Office has been performing evaluations of this connector to determine how it compares to the performance of the AVIM connector and to assess its feasibility for harsh environmental applications. Vibration and thermal testing were performed on the Mini-AVIM with both multi-mode and single-mode optical fiber using insitu optical transmission monitoring. Random vibration testing was performed using typical launch condition profiles for most NASA missions but extended to 35 Grms, which is much higher than most requirements. Thermal testing was performed incrementally up to a range of -55°C to +125°C. The test results include both unjacketed fiber and cabled assembly evaluations. The data presented here indicate that the Mini-AVIM provides a viable option for small form factor applications that require a high performance optical fiber connector.

The Evolution of On-Board Emergency Training for the International Space Station Crew

NASA Technical Reports Server (NTRS)

LaBuff, Skyler

2015-01-01

The crew of the International Space Station (ISS) receives extensive ground-training in order to safely and effectively respond to any potential emergency event while on-orbit, but few people realize that their training is not concluded when they launch into space. The evolution of the emergency On- Board Training events (OBTs) has recently moved from paper "scripts" to an intranet-based software simulation that allows for the crew, as well as the flight control teams in Mission Control Centers across the world, to share in an improved and more realistic training event. This emergency OBT simulator ensures that the participants experience the training event as it unfolds, completely unaware of the type, location, or severity of the simulated emergency until the scenario begins. The crew interfaces with the simulation software via iPads that they keep with them as they translate through the ISS modules, receiving prompts and information as they proceed through the response. Personnel in the control centers bring up the simulation via an intranet browser at their console workstations, and can view additional telemetry signatures in simulated ground displays in order to assist the crew and communicate vital information to them as applicable. The Chief Training Officers and emergency instructors set the simulation in motion, choosing the type of emergency (rapid depressurization, fire, or toxic atmosphere) and specific initial conditions to emphasize the desired training objectives. Project development, testing, and implementation was a collaborative effort between ISS emergency instructors, Chief Training Officers, Flight Directors, and the Crew Office using commercial off the shelf (COTS) hardware along with simulation software created in-house. Due to the success of the Emergency OBT simulator, the already-developed software has been leveraged and repurposed to develop a new emulator used during fire response ground-training to deliver data that the crew receives from the handheld Compound Specific Analyzer for Combustion Products (CSA-CP). This CSA-CP emulator makes use of a portion of codebase from the Emergency OBT simulator dealing with atmospheric contamination during fire scenarios, and feeds various data signatures to crew via an iPod Touch with a flight-like CSA-CP display. These innovative simulations, which make use of COTS hardware with custom in-house software, have yielded drastic improvements to emergency training effectiveness and risk reduction for ISS crew and flight control teams during on-orbit and ground training events.

KSC-2012-2908

NASA Image and Video Library

2012-05-22

CAPE CANAVERAL, Fla. – Elon Musk, chief executive officer and chief designer for SpaceX, participates in a post-launch news conference being held in the Press Site auditorium at NASA’s Kennedy Space Center in Florida by video teleconference. The SpaceX Falcon 9 rocket launched into space at 3:44 a.m. EDT from Space Launch Complex-40 on Cape Canaveral Air Force Station in Florida. The launch is the company's second demonstration test flight for NASA's Commercial Orbital Transportation Services Program, or COTS. During the flight, the capsule will conduct a series of check-out procedures to test and prove its systems, including rendezvous and berthing with the International Space Station. If the capsule performs as planned, the cargo and experiments it is carrying will be transferred to the station. The cargo includes food, water and provisions for the station’s Expedition crews, such as clothing, batteries and computer equipment. Under COTS, NASA has partnered with two aerospace companies to deliver cargo to the station. For more information, visit http://www.nasa.gov/spacex. Photo credit: NASA/Kim Shiflett

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao, right, Flight Engineer and Soyuz Commander Salizhan Sharipov and Russian Space Forces cosmonaut Yuri Shargin, left, donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao, left, and Flight Engineer and Soyuz Commander Salizhan Sharipov donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao, Flight Engineer and Soyuz Commander Salizhan Sharipov and Russian Space Forces cosmonaut Yuri Shargin donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Flight Engineer and Soyuz Commander Salizhan Sharipov, Expedition 10 Commander and NASA Science Officer Leroy Chiao, Russian Space Forces cosmonaut Yuri Shargin donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 11 and Expedition 12 on-orbit crew portrait

NASA Image and Video Library

2005-10-08

ISS011-E-14191 (8 October 2005) --- The crewmembers onboard the International Space Station pose for a group photo in the Destiny laboratory following the ceremony of Changing-of-Command from Expedition 11 to Expedition 12. From the left (front row) are Russian Federal Space Agency cosmonaut Sergei K. Krikalev, Expedition 11 commander; and astronaut William S. McArthur Jr., Expedition 12 commander and NASA science officer. From the left (back row) are astronaut John L. Phillips, Expedition 11 NASA science officer and flight engineer; U.S. Spaceflight Participant Gregory Olsen; and Russian Federal Space Agency cosmonaut Valery I. Tokarev, Expedition 12 flight engineer.

STS-105 coverage of Mission Control Center employees in the WFCR & BFCR

NASA Image and Video Library

2003-03-25

JSC2001-E-25131 (16 August 2001) --- ISS flight director Mark Ferring (seated), assembly checkout officer (ACO) Jim Ruhnke and astronaut Stephanie D. Wilson, ISS spacecraft communicator (CAPCOM), discuss the progress of the extravehicular activities at their consoles in the station flight control room (BFCR) in Houston’s Mission Control Center (MCC). Operations support officer (OSO) Ted Kenny is in the background participating in the discussion over the voice loops. At the time this photo was taken, mission specialists Daniel T. Barry and Patrick G. Forrester were performing the first of two scheduled space walks during Discovery’s voyage to the International Space Station (ISS).

View of Mission Control Center celebrating conclusion of Apollo 11 mission

NASA Technical Reports Server (NTRS)

1969-01-01

Overall view of the Mission Operations Control Room in the Mission Control Center, bldg 30, Manned Spacecraft Center (MSC), at the conclusion of the Apollo 11 lunar landing mission. The television monitor shows President Richard M. Nixon greeting the Apollo 11 astronauts aboard the U.S.S. Hornet in the Pacific recovery area (40301); NASA and MSC Officials join the flight controllers in celebrating the conclusion of the Apollo 11 mission. From left foreground Dr. Maxime A. Faget, MSC Director of Engineering and Development; George S. Trimble, MSC Deputy Director; Dr. Christopher C. Kraft Jr., MSC Director fo Flight Operations; Julian Scheer (in back), Assistant Adminstrator, Offic of Public Affairs, NASA HQ.; George M. Low, Manager, Apollo Spacecraft Program, MSC; Dr. Robert R. Gilruth, MSC Director; and Charles W. Mathews, Deputy Associate Administrator, Office of Manned Space Flight, NASA HQ (40302).

Around Marshall

NASA Image and Video Library

1968-04-24

Pictured from the left, in the Saturn I mockup, are: William Brooksbank, Marshall Space Flight Center (MSFC) Propulsion and Vehicle Engineering Laboratory; Dr. Thomas O. Paine, Deputy Administrator of the National Aeronautics and Space Administration (NASA); Dr. Wernher von Braun, MSFC director; Colonel Clare F. Farley, executive officer of the Office of the Administrator; and Charles J. Donlan, newly appointed deputy associate administrator for Manned Space Flight, technical. The party examined an ordinary man’s shoe (held by Paine) outfitted for use in the Saturn I Workshop. The shoe had a unique fastener built into the sole to allow an astronaut to move about the workshop floor and to remain in one position if he desired. Dr. Paine and his party indulged in a two-day tour at the Marshall Space Flight Center getting acquainted with Marshall personnel and programs. It was Paine’s first visit to the center since assuming the NASA post on February 1, 1968.

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.

KSC-2014-2963

NASA Image and Video Library

2014-06-18

CAPE CANAVERAL, Fla. – Members of the media listen as NASA Orion Program Manager Mark Geyer marks the T-6 months and counting to the launch of Orion on Exploration Flight Test-1, or EFT-1, in the Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida. To his right is Kennedy Director Bob Cabana. Partially hidden behind him is NASA Administrator Charlie Bolden. To his left is Cleon Lacefield, Lockheed Martin Orion Program manager, and Rachel Kraft, NASA Public Affairs Officer. Behind them is the crew module stacked on the service module in the Final Assembly and System Testing cell. EFT-1 will provide engineers with data about the heat shield's ability to protect Orion and its future crews from the 4,000-degree heat of reentry and an ocean splashdown following the spacecraft’s 20,000-mph reentry from space. Data gathered during the flight will inform decisions about design improvements on the heat shield and other Orion systems, and authenticate existing computer models and new approaches to space systems design and development. This process is critical to reducing overall risks and costs of future Orion missions. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Kim Shiflett

KSC-2014-2961

NASA Image and Video Library

2014-06-18

CAPE CANAVERAL, Fla. – NASA Public Affairs Officer Rachel Kraft welcomes members of the media to the Operations and Checkout Building high at NASA's Kennedy Space Center in Florida to mark the T-6 months and counting to the launch of Orion on Exploration Flight Test-1, or EFT-1. To her right are NASA Administrator Charlie Bolden and Kennedy Director Bob Cabana. To her left are Cleon Lacefield, Lockheed Martin Orion Program manager, and Mark Geyer, NASA Orion Program manager. Behind them is the crew module stacked on the service module in the Final Assembly and System Testing cell. EFT-1 will provide engineers with data about the heat shield's ability to protect Orion and its future crews from the 4,000-degree heat of reentry and an ocean splashdown following the spacecraft’s 20,000-mph reentry from space. Data gathered during the flight will inform decisions about design improvements on the heat shield and other Orion systems, and authenticate existing computer models and new approaches to space systems design and development. This process is critical to reducing overall risks and costs of future Orion missions. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Kim Shiflett

KSC-2014-2964

NASA Image and Video Library

2014-06-18

CAPE CANAVERAL, Fla. – Members of the media listen as NASA Orion Program Manager Mark Geyer marks the T-6 months and counting to the launch of Orion on Exploration Flight Test-1, or EFT-1, in the Operations and Checkout Building high bay at NASA's Kennedy Space Center in Florida. To his right is Kennedy Director Bob Cabana. Partially hidden behind him is NASA Administrator Charlie Bolden. To his left is Cleon Lacefield, Lockheed Martin Orion Program manager, and Rachel Kraft, NASA Public Affairs Officer. Behind them is the crew module stacked on the service module in the Final Assembly and System Testing cell. EFT-1 will provide engineers with data about the heat shield's ability to protect Orion and its future crews from the 4,000-degree heat of reentry and an ocean splashdown following the spacecraft’s 20,000-mph reentry from space. Data gathered during the flight will inform decisions about design improvements on the heat shield and other Orion systems, and authenticate existing computer models and new approaches to space systems design and development. This process is critical to reducing overall risks and costs of future Orion missions. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch later this year atop a Delta IV rocket from Cape Canaveral Air Force Station in Florida to an altitude of 3,600 miles above the Earth's surface. The two-orbit, four-hour flight test will help engineers evaluate the systems critical to crew safety including the heat shield, parachute system and launch abort system. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Kim Shiflett

Computer graphic of Lockheed Martin X-33 Reusable Launch Vehicle (RLV) mounted on NASA 747 ferry air

NASA Technical Reports Server (NTRS)

1997-01-01

This is an artist's conception of the NASA/Lockheed Martin X-33 Advanced Technology Demonstrator being carried on the back of the 747 Shuttle Carrier Aircraft. This was a concept for moving the X-33 from its landing site back to NASA's Dryden Flight Research Center, Edwards, California. The X-33 was a technology demonstrator vehicle for the Reusable Launch Vehicle (RLV). The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was 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. NASA Headquarter's Office of Space Access and Technology oversaw the RLV program, which was being managed by the RLV Office at NASA's Marshall Space Flight Center, located in Huntsville, Alabama. Responsibilities of other NASA Centers included: Johnson Space Center, Houston, Texas, guidance navigation and control technology, manned space systems, and health technology; Ames Research Center, Mountain View, CA., thermal protection system testing; Langley Research Center, Langley, Virginia, wind tunnel testing and aerodynamic analysis; and Kennedy Space Center, Florida, RLV operations and health management. Lockheed Martin's industry partners in the X-33 program are: Astronautics, Inc., Denver, Colorado, and Huntsville, Alabama; Engineering & Science Services, Houston, Texas; Manned Space Systems, New Orleans, LA; Sanders, Nashua, NH; and Space Operations, Titusville, Florida. Other industry partners are: Rocketdyne, Canoga Park, California; Allied Signal Aerospace, Teterboro, NJ; Rohr, Inc., Chula Vista, California; and Sverdrup Inc., St. Louis, Missouri.

48 CFR 252.228-7001 - Ground and flight risk.

Code of Federal Regulations, 2010 CFR

2010-10-01

... Contracting Officer. (5) Flight crew member means the pilot, the co-pilot, and, unless otherwise provided in... includes any pilot or operator of an unmanned aerial vehicle. If required, a defense systems operator may.... (4) For task order and delivery order contracts, the Contractor's share of the loss shall be the...

jsc2013e100869

NASA Image and Video Library

2013-12-24

DATE: 12-24-13 LOCATION: Bldg. 30 - FCR-1 (30M/231) SUBJECT: ISS Flight Controllers during Expedition 38's 2nd Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. PHOTOGRAPHER: Lauren Harnett

jsc2013e100852

NASA Image and Video Library

2013-12-24

DATE: 12-24-13 LOCATION: Bldg. 30 - FCR-1 (30M/231) SUBJECT: ISS Flight Controllers during Expedition 38's 2nd Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. PHOTOGRAPHER: Lauren Harnett

jsc2013e100718

NASA Image and Video Library

2013-12-21

Photo Date: 12/21/2013 Location: Bldg. 30 - FCR-1 (30M/231 Subject: ISS Flight Controllers during Expedition 38's 1st Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. Photographer: Robert Markowitz

jsc2013e100844

NASA Image and Video Library

2013-12-24

DATE: 12-24-13 LOCATION: Bldg. 30 - FCR-1 (30M/231) SUBJECT: ISS Flight Controllers during Expedition 38's 2nd Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. PHOTOGRAPHER: Lauren Harnett

jsc2013e100870

NASA Image and Video Library

2013-12-24

DATE: 12-24-13 LOCATION: Bldg. 30 - FCR-1 (30M/231) SUBJECT: ISS Flight Controllers during Expedition 38's 2nd Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. PHOTOGRAPHER: Lauren Harnett

jsc2013e100843

NASA Image and Video Library

2013-12-24

DATE: 12-24-13 LOCATION: Bldg. 30 - FCR-1 (30M/231) SUBJECT: ISS Flight Controllers during Expedition 38's 2nd Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. PHOTOGRAPHER: Lauren Harnett

jsc2013e100695

NASA Image and Video Library

2013-12-21

Photo Date: 12/21/2013 Location: Bldg. 30 - FCR-1 (30M/231 Subject: ISS Flight Controllers during Expedition 38's 1st Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. Photographer: Robert Markowitz

jsc2013e100867

NASA Image and Video Library

2013-12-24

DATE: 12-24-13 LOCATION: Bldg. 30 - FCR-1 (30M/231) SUBJECT: ISS Flight Controllers during Expedition 38's 2nd Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. PHOTOGRAPHER: Lauren Harnett

jsc2013e100827

NASA Image and Video Library

2013-12-24

DATE: 12-24-13 LOCATION: Bldg. 30 - FCR-1 (30M/231) SUBJECT: ISS Flight Controllers during Expedition 38's 2nd Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. PHOTOGRAPHER: Lauren Harnett

jsc2013e100873

NASA Image and Video Library

2013-12-24

DATE: 12-24-13 LOCATION: Bldg. 30 - FCR-1 (30M/231) SUBJECT: ISS Flight Controllers during Expedition 38's 2nd Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. PHOTOGRAPHER: Lauren Harnett

jsc2013e100855

NASA Image and Video Library

2013-12-24

DATE: 12-24-13 LOCATION: Bldg. 30 - FCR-1 (30M/231) SUBJECT: ISS Flight Controllers during Expedition 38's 2nd Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. PHOTOGRAPHER: Lauren Harnett

jsc2013e100685

NASA Image and Video Library

2013-12-21

Photo Date: 12/21/2013 Location: Bldg. 30 - FCR-1 (30M/231 Subject: ISS Flight Controllers during Expedition 38's 1st Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. Photographer: Robert Markowitz

jsc2013e100831

NASA Image and Video Library

2013-12-24

DATE: 12-24-13 LOCATION: Bldg. 30 - FCR-1 (30M/231) SUBJECT: ISS Flight Controllers during Expedition 38's 2nd Spacewalk to repair a faulty ISS Coolant pump with Astronauts Rick Mastracchio and Mike Hopkins. Flight Director: Dina Contella, Capcom's Doug Wheelock, Aki Hoshide, and Lead U.S. Spacewalk Officer Allison Bolinger. PHOTOGRAPHER: Lauren Harnett

77 FR 24643 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-25

... airplanes. This proposed AD was prompted by a report of in-flight fracture of the right windshield (window 1..., followed by the fracture of the inner pane of the first officer's windshield (right window 1). This... (J5 terminal) at the left and right flight deck window 1 windshield, and corrective actions if...

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.

Overview of the NASA Suborbital Program

NASA Astrophysics Data System (ADS)

Jones, W. Vernon

2014-08-01

The NASA Suborbital Program consists of Sounding Rocket and Balloon Projects managed, respectively, by the Heliophysics and Astrophysics Divisions of the Science Mission Directorate, which maintains “Program” Offices at the NASA Wallops Flight Facility. Suborbital missions have for several decades enabled investigations with significant results from relatively modest investments. Some have been competitive with orbital missions, while others have enabled orbital missions. NASA launches suborbital missions from sites established in the U.S. and around the world to meet investigators’ needs. A sea change in scientific ballooning occurred with the inauguration of 8 - 20 day flights around Antarctica in the early 1990’s. The U.S. National Science Foundation supports these circumpolar flights, which have been spectacularly successful with many investigations utilizing multiple flights of payloads that are recovered, refurbished, and reused to minimize life-cycle costs. The attainment of 25 - 32 day and 35 - 55 day flights in two and three circumnavigations, respectively, of the Antarctic continent has greatly increased expectations of scientific users. The 55-day Super-TIGER flight over Antarctica during the 2012-13 season broke the 42-day CREAM record during the 2004-05 season, as well as the 54-day super pressure balloon test flight in 2008-09. Qualification of super pressure flights to support 1000 kg science instruments for up to 100 days at 33 km have proceeded in parallel with plans to increase the altitude for less massive instruments requiring less atmospheric overburden. The nearly constant volume of super-pressure balloons allows stable altitude flights at non-polar latitudes. Long-duration flights in both polar and non-polar regions will confirm the important contributions that ballooning can make in traditional Astrophysics, Solar and Heliophysics, and Earth Science disciplines. With two comets approaching the sun in 2013-14, the Planetary Science community has shown increased interest in remote observations of comets, planets, and other objects in the Solar System.

Marshall Space Flight Center Engineering Directorate Overview: Launching the Future of Science and Exploration

NASA Technical Reports Server (NTRS)

Miley, Steven C.

2009-01-01

The Marshall Small Business Association (MSBA) serves as a central point of contact to inform and educate small businesses interested in pursuing contracting and subcontracting opportunities at the Marshall Space Flight Center. The MSBA meets quarterly to provide industry with information about how to do business with Marshall and to share specific information about Marshall s mission, which allows private businesses to envision how they might contribute. For the February 19 meeting, the Engineering Directorate will give an overview of its unique capabilities and how it is organized to provide maximum support for the programs and projects resident at Marshall, for example, the Space Shuttle Propulsion Office, Ares Projects Office, and Science and Mission Systems Office. This briefing provides a top-level summary of the work conducted by Marshall s largest organization, while explaining how resources are deployed to perform the volume of work under Marshall s purview.

Society of Flight Test Engineers, Annual Symposium, 21st, Garden Grove, CA, Aug. 6-10, 1990, Proceedings

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

Not Available

1990-01-01

The present conference on flight testing encompasses avionics, flight-testing programs, technologies for flight-test predictions and measurements, testing tools, analysis methods, targeting techniques, and flightline testing. Specific issues addressed include flight testing of a digital terrain-following system, a digital Doppler rate-of-descent indicator, a high-technology testbed, a low-altitude air-refueling flight-test program, techniques for in-flight frequency-response testing for helicopters, limit-cycle oscillation and flight-flutter testing, and the research flight test of a scaled unmanned air vehicle. Also addressed are AV-8B V/STOL performance analysis, incorporating pilot-response time in failure-case testing, the development of pitot static flightline testing, targeting techniques for ground-based hover testing, a low-profilemore » microsensor for aerodynamic pressure measurement, and the use of a variable-capacitance accelerometer for flight-test measurements.« less

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.

Clinical Core Competency Training for NASA Flight Surgeons

NASA Technical Reports Server (NTRS)

Polk, J. D.; Schmid, Josef; Hurst, Victor, IV; Doerr, Harold K.; Doerr, Harold K.

2007-01-01

Introduction: The cohort of NASA flight surgeons (FS) is a very accomplished group with varied clinical backgrounds; however, the NASA Flight Surgeon Office has identified that the extremely demanding schedule of this cohort prevents many of these physicians from practicing clinical medicine on a regular basis. In an effort to improve clinical competency, the NASA FS Office has dedicated one day a week for the FS to receive clinical training. Each week, an FS is assigned to one of five clinical settings, one being medical patient simulation. The Medical Operations Support Team (MOST) was tasked to develop curricula using medical patient simulation that would meet the clinical and operational needs of the NASA FS Office. Methods: The MOST met with the Lead FS and Training Lead FS to identify those core competencies most important to the FS cohort. The MOST presented core competency standards from the American Colleges of Emergency Medicine and Internal Medicine as a basis for developing the training. Results: The MOST identified those clinical areas that could be best demonstrated and taught using medical patient simulation, in particular, using high fidelity human patient simulators. Curricula are currently being developed and additional classes will be implemented to instruct the FS cohort. The curricula will incorporate several environments for instruction, including lab-based and simulated microgravity-based environments. Discussion: The response from the NASA FS cohort to the initial introductory class has been positive. As a result of this effort, the MOST has identified three types of training to meet the clinical needs of the FS Office; clinical core competency training, individual clinical refresher training, and just-in-time training (specific for post-ISS Expedition landings). The MOST is continuing to work with the FS Office to augment the clinical training for the FS cohort, including the integration of Web-based learning.

The HYTHIRM Project: Flight Thermography of the Space Shuttle During the Hypersonic Re-entry

NASA Technical Reports Server (NTRS)

Horvath, Thomas J.; Tomek, Deborah M.; Berger, Karen T.; Zalameda, Joseph N.; Splinter, Scott C.; Krasa, Paul W.; Schwartz, Richard J.; Gibson, David M.; Tietjen, Alan B.; Tack, Steve

2010-01-01

This report describes a NASA Langley led endeavor sponsored by the NASA Engineering Safety Center, the Space Shuttle Program Office and the NASA Aeronautics Research Mission Directorate to demonstrate a quantitative thermal imaging capability. A background and an overview of several multidisciplinary efforts that culminated in the acquisition of high resolution calibrated infrared imagery of the Space Shuttle during hypervelocity atmospheric entry is presented. The successful collection of thermal data has demonstrated the feasibility of obtaining remote high-resolution infrared imagery during hypersonic flight for the accurate measurement of surface temperature. To maximize science and engineering return, the acquisition of quantitative thermal imagery and capability demonstration was targeted towards three recent Shuttle flights - two of which involved flight experiments flown on Discovery. In coordination with these two Shuttle flight experiments, a US Navy NP-3D aircraft was flown between 26-41 nautical miles below Discovery and remotely monitored surface temperature of the Orbiter at Mach 8.4 (STS-119) and Mach 14.7 (STS-128) using a long-range infrared optical package referred to as Cast Glance. This same Navy aircraft successfully monitored the Orbiter Atlantis traveling at approximately Mach 14.3 during its return from the successful Hubble repair mission (STS-125). The purpose of this paper is to describe the systematic approach used by the Hypersonic Thermodynamic Infrared Measurements team to develop and implement a set of mission planning tools designed to establish confidence in the ability of an imaging platform to reliably acquire, track and return global quantitative surface temperatures of the Shuttle during entry. The mission planning tools included a pre-flight capability to predict the infrared signature of the Shuttle. Such tools permitted optimization of the hardware configuration to increase signal-to-noise and to maximize the available dynamic range while mitigating the potential for saturation. Post flight, analysis tools were used to assess atmospheric effects and to convert the 2-D intensity images to 3-D temperature maps of the windward surface. Comparison of the spatially resolved global thermal measurements to surface thermocouples and CFD prediction is made. Successful demonstration of a quantitative, spatially resolved, global temperature measurement on the Shuttle suggests future applications towards hypersonic flight test programs within NASA, DoD and DARPA along with flight test opportunities supporting NASA's project Constellation.

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).

77 FR 9628 - Taking and Importing Marine Mammals: Taking Marine Mammals Incidental to Navy's Mission...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-02-17

..., and post-test monitoring for both sonar events. No stranded or injured marine mammals or sea turtles.... The monitoring included two re-test flights; two flights during the test; and one post-test flight... two pre-test flights; one flight during the test; and one post-test flight. Focal follow behavioral...

Overview of Experimental Capabilities - Supersonics

NASA Technical Reports Server (NTRS)

Banks, Daniel W.

2007-01-01

This viewgraph presentation gives an overview of experimental capabilities applicable to the area of supersonic research. The contents include: 1) EC Objectives; 2) SUP.11: Elements; 3) NRA; 4) Advanced Flight Simulator Flexible Aircraft Simulation Studies; 5) Advanced Flight Simulator Flying Qualities Guideline Development for Flexible Supersonic Transport Aircraft; 6) Advanced Flight Simulator Rigid/Flex Flight Control; 7) Advanced Flight Simulator Rapid Sim Model Exchange; 8) Flight Test Capabilities Advanced In-Flight Infrared (IR) Thermography; 9) Flight Test Capabilities In-Flight Schlieren; 10) Flight Test Capabilities CLIP Flow Calibration; 11) Flight Test Capabilities PFTF Flowfield Survey; 12) Ground Test Capabilities Laser-Induced Thermal Acoustics (LITA); 13) Ground Test Capabilities Doppler Global Velocimetry (DGV); 14) Ground Test Capabilities Doppler Global Velocimetry (DGV); and 15) Ground Test Capabilities EDL Optical Measurement Capability (PIV) for Rigid/Flexible Decelerator Models.

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.

MISSION CONTROL CENTER (MCC) - GEMINI-TITAN (GT)-6 ACTIVITY - MSC

NASA Image and Video Library

1965-12-12

S65-62062 (12 Dec. 1965) --- Discussing the scrubbing of the planned National Aeronautics and Space Administration?s Gemini-6 spaceflight are (from left) William C. Schneider (standing), deputy director, Gemini Program Office of Manned Spaceflight, NASA Headquarters, Washington, D.C.; Eugene F. Kranz (seated), white team flight director; Christopher C. Kraft Jr., red team flight director; and John D. Hodge, blue team flight director. The Gemini-6 mission has been rescheduled for Dec. 15, 1965. Photo credit: NASA or National Aeronautics and Space Administration

75 FR 17050 - Enhancing Airline Passenger Protections: Extension of Compliance Date for Posting of Flight Delay...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-05

... Flight Delay Data on Web Sites AGENCY: Office of the Secretary (OST), Department of Transportation (DOT... information on their Web sites. This extension is in response to requests by several carrier associations for... on Web sites in view of the extensive changes to carriers' reporting systems that are necessitated by...

14 CFR 39.23 - May I fly my aircraft to a repair facility to do the work required by an airworthiness directive?

Code of Federal Regulations, 2011 CFR

2011-01-01

... FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS DIRECTIVES § 39.23... directive. If you do not have this authority, the local Flight Standards District Office of FAA may issue you a special flight permit unless the airworthiness directive states otherwise. To ensure aviation...

14 CFR 39.23 - May I fly my aircraft to a repair facility to do the work required by an airworthiness directive?

Code of Federal Regulations, 2014 CFR

2014-01-01

... FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS DIRECTIVES § 39.23... directive. If you do not have this authority, the local Flight Standards District Office of FAA may issue you a special flight permit unless the airworthiness directive states otherwise. To ensure aviation...

14 CFR 39.23 - May I fly my aircraft to a repair facility to do the work required by an airworthiness directive?

Code of Federal Regulations, 2012 CFR

2012-01-01

... FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS DIRECTIVES § 39.23... directive. If you do not have this authority, the local Flight Standards District Office of FAA may issue you a special flight permit unless the airworthiness directive states otherwise. To ensure aviation...

14 CFR 39.23 - May I fly my aircraft to a repair facility to do the work required by an airworthiness directive?

Code of Federal Regulations, 2013 CFR

2013-01-01

... FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS DIRECTIVES § 39.23... directive. If you do not have this authority, the local Flight Standards District Office of FAA may issue you a special flight permit unless the airworthiness directive states otherwise. To ensure aviation...

Crewmembers in the Node 1/Unity during Expedition 13

NASA Image and Video Library

2006-07-29

ISS013-E-62373 (29 July 2006) --- Astronaut Jeffrey N. Williams, Expedition 13 NASA space station science officer and flight engineer, trims astronaut Thomas Reiter's hair in the Unity node of the International Space Station. Williams used hair clippers fashioned with a vacuum device to garner freshly cut hair. Reiter, flight engineer, represents the European Space Agency (ESA).

76 FR 16579 - Airworthiness Directives; The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-24

... Brakes FLIGHT DETENT. Target Speed VMO/MMO.'' (3) Revise the Normal Procedures Section of the applicable... Branch, ANM-130S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, Washington... that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by...

System safety education focused on flight safety

NASA Technical Reports Server (NTRS)

Holt, E.

1971-01-01

The measures necessary for achieving higher levels of system safety are analyzed with an eye toward maintaining the combat capability of the Air Force. Several education courses were provided for personnel involved in safety management. Data include: (1) Flight Safety Officer Course, (2) Advanced Safety Program Management, (3) Fundamentals of System Safety, and (4) Quantitative Methods of Safety Analysis.

The Comparison Of In-Flight Pitot Static Calibration Method By Using Radio Altimeter As Reference with GPS and Tower Fly By Methods On CN235-100 MPA

NASA Astrophysics Data System (ADS)

Derajat; Hariowibowo, Hindawan

2018-04-01

The new proposed In-Flight Pitot Static Calibration Method has been carried out during Development and Qualification of CN235-100 MPA (Military Patrol Aircraft). This method is expected to reduce flight hours, less human resources required, no additional special equipment, simple analysis calculation and finally by using this method it is expected to automatically minimized operational cost. At The Indonesian Aerospace (IAe) Flight Test Center Division, the development and updating of new flight test technique and data analysis method as specially for flight physics test subject are still continued to be developed as long as it safety for flight and give additional value for the industrial side. More than 30 years, Flight Test Data Engineers at The Flight Test center Division work together with the Air Crew (Test Pilots, Co-Pilots, and Flight Test Engineers) to execute the flight test activity with standard procedure for both the existance or development test techniques and test data analysis. In this paper the approximation of mathematical model, data reduction and flight test technique of The In-Flight Pitot Static Calibration by using Radio Altimeter as reference will be described and the test results had been compared with another methods ie. By using Global Position System (GPS) and the traditional method (Tower Fly By Method) which were used previously during this Flight Test Program (Ref. [10]). The flight test data case are using CN235-100 MPA flight test data during development and Qualification Flight Test Program at Cazaux Airport, France, in June-November 2009 (Ref. [2]).

The Fifth NASA/DOD Controls-Structures Interaction Technology Conference, part 2

NASA Technical Reports Server (NTRS)

Newsom, Jerry R. (Compiler)

1993-01-01

This publication is a compilation of the papers presented at the Fifth NASA/DoD Controls-Structures Interaction (CSI) Technology Conference held in Lake Tahoe, Nevada, March 3-5, 1992. The conference, which was jointly sponsored by the NASA Office of Aeronautics and Space Technology and the Department of Defense, was organized by the NASA Langley Research Center. The purpose of this conference was to report to industry, academia, and government agencies on the current status of controls-structures interaction technology. The agenda covered ground testing, integrated design, analysis, flight experiments and concepts.

KSC-2014-4668

NASA Image and Video Library

2014-12-03

CAPE CANAVERAL, Fla. -- In the Kennedy Space Center’s Press Site auditorium, agency and industry leaders spoke to members of the news media as the Orion spacecraft and its Delta IV Heavy rocket were being prepared for launch. From left are: Brandi Dean of NASA Public Affairs, Mark Geyer, Orion program manager, Mike Hawes, Lockheed Martin Orion Program manager, Jeff Angermeier, Exploration Flight Test-1 Ground Systems Development and Operations mission manager, Ron Fortson, United Launch Alliance director of mission management, and Kathy Winters, U.S. Air Force 45th Space Wing Launch Weather officer. For more information, visit www.nasa.gov/orion. Photo credit: NASA/Frankie Martin

The Fifth NASA/DOD Controls-Structures Interaction Technology Conference, part 1

NASA Technical Reports Server (NTRS)

Newsom, Jerry R. (Compiler)

1993-01-01

This publication is a compilation of the papers presented at the Fifth NASA/DoD Controls-Structures Interaction (CSI) Technology Conference held in Lake Tahoe, Nevada, March 3-5, 1992. The conference, which was jointly sponsored by the NASA Office of Aeronautics and Space Technology and the Department of Defense, was organized by the NASA Langley Research Center. The purpose of this conference was to report to industry, academia, and government agencies on the current status of controls-structures interaction technology. The agenda covered ground testing, integrated design, analysis, flight experiments and concepts.

NASA's Astronant Family Support Office

NASA Technical Reports Server (NTRS)

Beven, Gary; Curtis, Kelly D.; Holland, Al W.; Sipes, Walter; VanderArk, Steve

2014-01-01

During the NASA-Mir program of the 1990s and due to the challenges inherent in the International Space Station training schedule and operations tempo, it was clear that a special focus on supporting families was a key to overall mission success for the ISS crewmembers pre-, in- and post-flight. To that end, in January 2001 the first Family Services Coordinator was hired by the Behavioral Health and Performance group at NASA JSC and matrixed from Medical Operations into the Astronaut Office's organization. The initial roles and responsibilities were driven by critical needs, including facilitating family communication during training deployments, providing mission-specific and other relevant trainings for spouses, serving as liaison for families with NASA organizations such as Medical Operations, NASA management and the Astronaut Office, and providing assistance to ensure success of an Astronaut Spouses Group. The role of the Family Support Office (FSO) has modified as the ISS Program matured and the needs of families changed. The FSO is currently an integral part of the Astronaut Office's ISS Operations Branch. It still serves the critical function of providing information to families, as well as being the primary contact for US and international partner families with resources at JSC. Since crews launch and return on Russian vehicles, the FSO has the added responsibility for coordinating with Flight Crew Operations, the families, and their guests for Soyuz launches, landings, and Direct Return to Houston post-flight. This presentation will provide a summary of the family support services provided for astronauts, and how they have changed with the Program and families the FSO serves. Considerations for future FSO services will be discussed briefly as NASA proposes one year missions and beyond ISS missions. Learning Objective: 1) Obtain an understanding of the reasons a Family Support Office was important for NASA. 2) Become familiar with the services provided for astronauts and their families and how they changed with the Program and family needs.

B-52B-008/DTV (Drop Test Vehicle) configuration 1 (with and without fins) flight test results - captive flight and drop test missions

NASA Technical Reports Server (NTRS)

Quade, D. A.

1978-01-01

The B-52B-008 drop test consisted of one takeoff roll to 60 KCAS, two captive flights to accomplish limited safety of flight flutter and structural demonstration testing, and seven drop test flights. Of the seven drop test missions, one flight was aborted due to the failure of the hook mechanism to release the drop test vehicle (DTV); but the other six flights successfully dropped the DTV.

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Flight Engineer and Soyuz Commander Salizhan Sharipov, foreground, Expedition 10 Commander, Russian Space Forces cosmonaut Yuri Shargin and NASA Science Officer Leroy Chiao, background, donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao, giving thumbs up, Russian Space Forces cosmonaut Yuri Shargin and Flight Engineer and Soyuz Commander Salizhan Sharipov donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Flight Engineer and Soyuz Commander Salizhan Sharipov, right, Expedition 10 Commander and NASA Science Officer Leroy Chiao, Russian Space Forces cosmonaut Yuri Shargin, left, donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

KSC-2009-4332

NASA Image and Video Library

2009-07-30

CAPE CANAVERAL, Fla. – Phil McAlister, special assistant for Program Analysis in NASA's Office of Program Analysis and Evaluation, introduces the Augustine Commission, meeting in Cocoa Beach, Fla. At the request of the Office of Science and Technology Policy, NASA established the Review of U.S. Human Space Flight Plans Committee, known as the Augustine Commission. Chaired by Norman R. Augustine, retired chairman and CEO of Lockheed Martin Corp., the committee is conducting an independent review of ongoing U.S. human spaceflight plans and programs, as well as alternatives, to ensure the nation is pursuing the best trajectory for the future of human space flight - one that is safe, innovative, affordable, and sustainable. Photo credit: NASA/Jim Grossmann

KSC-04PD-0148

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. Astronaut Tim Kopra (second from right) talks with workers in the Space Station Processing Facility about the Intravehicular Activity (IVA) constraints testing on the Italian-built Node 2, a future element of the International Space Station. . The second of three Station connecting modules, the Node 2 attaches to the end of the U.S. Lab and provides attach locations for several other elements. Kopra is currently assigned technical duties in the Space Station Branch of the Astronaut Office, where his primary focus involves the testing of crew interfaces for two future ISS modules as well as the implementation of support computers and operational Local Area Network on ISS. Node 2 is scheduled to launch on mission STS-120, Station assembly flight 10A.

Flight assessment of a large supersonic drone aircraft for research use

NASA Technical Reports Server (NTRS)

Eckstrom, C. V.; Peele, E. L.

1974-01-01

An assessment is made of the capabilities of the BQM-34E supersonic drone aircraft as a test bed research vehicle. This assessment is made based on a flight conducted for the purpose of obtaining flight test measurements of wing loads at various maneuver flight conditions. Flight plan preparation, flight simulation, and conduct of the flight test are discussed along with a presentation of the test data obtained and an evaluation of how closely the flight test followed the test plan.

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.

X-Wing RSRA - 80 Knot Taxi Test

NASA Technical Reports Server (NTRS)

1987-01-01

The Rotor Systems Research Aircraft/X-Wing, a vehicle that was used to demonstrate an advanced rotor/fixed wing concept called X-Wing, is shown here during high-speed taxi tests at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, on 4 November 1987. During these tests, the vehicle made three taxi tests at speeds of up to 138 knots. On the third run, the RSRA/X-Wing lifted off the runway to a 25-foot height for about 16 seconds. This liftoff maneuver was pre-planned as an aid to evaluations for first flight. At the controls were NASA pilot G. Warren Hall and Sikorsky pilot W. Faull. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

Cancer incidence in professional flight crew and air traffic control officers: disentangling the effect of occupational versus lifestyle exposures.

PubMed

dos Santos Silva, Isabel; De Stavola, Bianca; Pizzi, Costanza; Evans, Anthony D; Evans, Sally A

2013-01-15

Flight crew are occupationally exposed to several potentially carcinogenic hazards; however, previous investigations have been hampered by lack of information on lifestyle exposures. The authors identified, through the United Kingdom Civil Aviation Authority medical records, a cohort of 16,329 flight crew and 3,165 air traffic control officers (ATCOs) and assembled data on their occupational and lifestyle exposures. Standardised incidence ratios (SIRs) were estimated to compare cancer incidence in each occupation to that of the general population; internal analyses were conducted by fitting Cox regression models. All-cancer incidence was 20-29% lower in each occupation than in the general population, mainly due to a lower incidence of smoking-related cancers [SIR (95% CI) = 0.33 (0.27-0.38) and 0.42 (0.28-0.60) for flight crew and ATCOs, respectively], consistent with their much lower prevalence of smoking. Skin melanoma rates were increased in both flight crew (SIR = 1.87; 95% CI = 1.45-2.38) and ATCOs (2.66; 1.55-4.25), with rates among the former increasing with increasing number of flight hours (p-trend = 0.02). However, internal analyses revealed no differences in skin melanoma rates between flight crew and ATCOs (hazard ratio: 0.78, 95% CI = 0.37-1.66) and identified skin that burns easily when exposed to sunlight (p = 0.001) and sunbathing to get a tan (p = 0.07) as the strongest risk predictors of skin melanoma in both occupations. The similar site-specific cancer risks between the two occupational groups argue against risks among flight crew being driven by occupation-specific exposures. The skin melanoma excess reflects sun-related behaviour rather than cosmic radiation exposure. Copyright © 2012 UICC.

Cause-specific mortality in professional flight crew and air traffic control officers: findings from two UK population-based cohorts of over 20,000 subjects.

PubMed

De Stavola, Bianca L; Pizzi, Costanza; Clemens, Felicity; Evans, Sally Ann; Evans, Anthony D; dos Santos Silva, Isabel

2012-04-01

Flight crew are exposed to several potential occupational hazards. This study compares mortality rates in UK flight crew to those in air traffic control officers (ATCOs) and the general population. A total of 19,489 flight crew and ATCOs were identified from the UK Civil Aviation Authority medical records and followed to the end of 2006. Consented access to medical records and questionnaire data provided information on demographic, behavioral, clinical, and occupational variables. Standardized mortality ratios (SMR) were estimated for these two occupational groups using the UK general population. Adjusted mortality hazard ratios (HR) for flight crew versus ATCOs were estimated via Cox regression models. A total of 577 deaths occurred during follow-up. Relative to the general population, both flight crew (SMR 0.32; 95% CI 0.30, 0.35) and ATCOs (0.39; 0.32, 0.47) had lower all-cause mortality, mainly due to marked reductions in mortality from neoplasms and cardiovascular diseases, although flight crew had higher mortality from aircraft accidents (SMR 42.8; 27.9, 65.6). There were no differences in all-cause mortality (HR 0.99; 95% CI 0.79, 1.25), or in mortality from any major cause, between the two occupational groups after adjustment for health-related variables, again except for those from aircraft accidents. The latter ratios, however, declined with increasing number of hours. The low all-cause mortality observed in both occupational groups relative to the general population is consistent with a strong "healthy worker effect" and their low prevalence of smoking and other risk factors. Mortality among flight crew did not appear to be influenced by occupational exposures, except for a rise in mortality from aircraft accidents.

Solar Array Mast Imagery Discussion for ISIW

NASA Technical Reports Server (NTRS)

Kilgo, Gary

2017-01-01

SAW Mast inspection background: In 2012, NASA's Flight Safety Office requested the Micro Meteoroid and Orbital Debris (MMOD) office determine the probability of damage to the Solar Array Wing (SAW) mast based on the exposure over the life time of the ISS program. As part of the risk mitigation of the potential MMOD strikes. ISS Program office along with the Image Science and Analysis Group (ISAG) began developing methods for imaging the structural components of the Mast.

Orion Launch Abort System Jettison Motor Performance During Exploration Flight Test 1

NASA Technical Reports Server (NTRS)

McCauley, Rachel J.; Davidson, John B.; Winski, Richard G.

2015-01-01

This paper presents an overview of the flight test objectives and performance of the Orion Launch Abort System during Exploration Flight Test-1. Exploration Flight Test-1, the first flight test of the Orion spacecraft, was managed and led by the Orion prime contractor, Lockheed Martin, and launched atop a United Launch Alliance Delta IV Heavy rocket. This flight test was a two-orbit, high-apogee, high-energy entry, low-inclination test mission used to validate and test systems critical to crew safety. This test included the first flight test of the Launch Abort System performing Orion nominal flight mission critical objectives. Although the Orion Program has tested a number of the critical systems of the Orion spacecraft on the ground, the launch environment cannot be replicated completely on Earth. Data from this flight will be used to verify the function of the jettison motor to separate the Launch Abort System from the crew module so it can continue on with the mission. Selected Launch Abort System flight test data is presented and discussed in the paper. Through flight test data, Launch Abort System performance trends have been derived that will prove valuable to future flights as well as the manned space program.

Perseus Post-flight

NASA Technical Reports Server (NTRS)

1991-01-01

Crew members check out the Perseus proof-of-concept vehicle on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, after a test flight in 1991. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Young PHD's in Human Space Flight

NASA Technical Reports Server (NTRS)

Wilson, Eleanor

2002-01-01

The Cooperating Hampton Roads Organizations for Minorities in Engineering (CHROME) in cooperation with the NASA Office of Space Flight, Human Exploration and Development of Space Enterprise sponsored a summer institute, Young PHD#s (Persons Having Dreams) in Human Space Flight. This 3-day institute used the curriculum of a workshop designed for space professionals, 'Human Space Flight-Analysis and Design: An Integrated, Systematic Approach.' The content was tailored to a high school audience. This institute seeks to stimulate the interest of pre-college students in space flight and motivate them to pursue further experiences in this field. Additionally, this institute will serve as a pilot model for a pre- collegiate training program that can be replicated throughout the country. The institute was complemented with a trip to the Goddard Space Flight Center.

Free Flight Ground Testing of ADEPT in Advance of the Sounding Rocket One Flight Experiment

NASA Technical Reports Server (NTRS)

Smith, B. P.; Dutta, S.

2017-01-01

The Adaptable Deployable Entry and Placement Technology (ADEPT) project will be conducting the first flight test of ADEPT, titled Sounding Rocket One (SR-1), in just two months. The need for this flight test stems from the fact that ADEPT's supersonic dynamic stability has not yet been characterized. The SR-1 flight test will provide critical data describing the flight mechanics of ADEPT in ballistic flight. These data will feed decision making on future ADEPT mission designs. This presentation will describe the SR-1 scientific data products, possible flight test outcomes, and the implications of those outcomes on future ADEPT development. In addition, this presentation will describe free-flight ground testing performed in advance of the flight test. A subsonic flight dynamics test conducted at the Vertical Spin Tunnel located at NASA Langley Research Center provided subsonic flight dynamics data at high and low altitudes for multiple center of mass (CoM) locations. A ballistic range test at the Hypervelocity Free Flight Aerodynamics Facility (HFFAF) located at NASA Ames Research Center provided supersonic flight dynamics data at low supersonic Mach numbers. Execution and outcomes of these tests will be discussed. Finally, a hypothesized trajectory estimate for the SR-1 flight will be presented.

Flight Test Engineering

NASA Technical Reports Server (NTRS)

Pavlock, Kate Maureen

2013-01-01

Although the scope of flight test engineering efforts may vary among organizations, all point to a common theme: flight test engineering is an interdisciplinary effort to test an asset in its operational flight environment. Upfront planning where design, implementation, and test efforts are clearly aligned with the flight test objective are keys to success. This chapter provides a top level perspective of flight test engineering for the non-expert. Additional research and reading on the topic is encouraged to develop a deeper understanding of specific considerations involved in each phase of flight test engineering.

Joint Test Protocol for Validation of Alternative Low-Emission Surface Preparation/Depainting Technologies for Structural Steel

NASA Technical Reports Server (NTRS)

Lewis, Pattie

2005-01-01

Headquarters National Aeronautics and Space Administration (NASA) chartered the Acquisition Pollution Prevention (AP2) Office to coordinate agency activities affecting pollution prevention issues identified during system and component acquisition and sustainment processes. The primary objectives of the AP2 Office are to: (1) Reduce or eliminate the use of hazardous materials (HazMats) or hazardous processes at manufacturing, remanufacturing, and sustainment locations. (2) A void duplication of effort in actions required to reduce or eliminate HazMats through joint center cooperation and technology sharing. This project will identify, evaluate and approve alternative surface preparation technologies for use at NASA and Air Force Space Command (AFSPC) installations. Materials and processes will be evaluated with the goal of selecting those processes that will improve corrosion protection at critical systems, facilitate easier maintenance activity, extend maintenance cycles, eliminate flight hardware contamination and reduce the amount of hazardous waste generated. This Joint Test Protocol (JTP) contains the critical requirements and tests necessary to qualify alternative Low-Emission Surface Preparation/Depainting Technologies for Structural Steel Applications. These tests were derived from engineering, performance, and operational impact (supportability) requirements defined by a consensus of NASA and Air Force Space Command (AFSPC) participants. The Field Test Plan (FTP), entitled Joint Test Protocol for Validation of Alternative Low Emission Surface Preparation/Depainting Technologies for Structural Steel, prepared by ITB, defines the field evaluation and testing requirements for validating alternative surface preparation/depainting technologies and supplements the JTP.

Proceedings of the First Annual NRO-OSL/GSFC-ATS Rideshare Conference

NASA Technical Reports Server (NTRS)

Cutlip, William (Editor)

1999-01-01

This document contains the proceedings of the First Annual NRO-OSL/GSFC-ATS Rideshare Conference. The conference was held April 16-16, 1999, at the Litton/TASC Facility, Dulles, Virginia, and was co-chaired by William Cutlip, Goddard Space Flight Center Access to Space Group, and Jim Liller, National Reconnaissance Office, Office of Space Launch.

Alternative Perspectives on Risk: Individual Differences in Problem Structuring

NASA Technical Reports Server (NTRS)

Orasanu, Judith; Fischer, Ute; Connors, Mary M. (Technical Monitor)

1997-01-01

Team decision making involves contributions of multiple players toward a common goal. While much has been written about the importance of developing shared mental models in order for teams to work together effectively, little has been done to determine the value of alternative perspectives on problem solving and decision making. Early studies of expertise contrasted experts with novices and noted that the two groups differ in the way they structure problems and in their selection of information as salient. Little attention has been given to differences among experts who differ in their specializations. A series of experiments was conducted to determine: (1) what dimensions of flight-related problem situations pilots judge to be most important when making flight-relevant decisions; and (2) whether pilots in different crew positions differ in the way they interpret problems relating to flight decisions. A sorting task was used to identify underlying dimensions judged as salient to individual pilots. Captains, first officers, and flight engineers from two major carriers participated in the study. Twenty-two flight scenarios were developed based on ASRS reports. Pilots were required to make judgments about how they would respond in each case and to sort the scenarios on the basis of similarity of decision factors. They were also asked to provide a verbal label that described each of their sorted categories. A second study required a different group of pilots (also captains, first officers and flight engineers) to sort on predetermined bases.

STS-111 insignia

NASA Image and Video Library

2002-01-01

STS111-S-001 (January 2002) --- The STS-111 patch symbolizes the hardware, people, and partner nations that contribute to the flight. The space shuttle rises on the plume of the Astronaut Office symbol, carrying the Canadian Mobile Base System (MBS) for installation while docked to the International Space Station (ISS). The mission is named UF-2 for ISS Utilization Flight number two. The ISS orbit completes the Astronaut Office symbol and is colored red, white, and blue to represent the flags of the United States, Russia, France, and Costa Rica. The Earth background shows Italy, which contributes the Multi Purpose Logistics Module (MPLM) used on this flight to re-supply ISS. The ten stars in the sky represent the ten astronauts and cosmonauts on orbit during the flight, and the star at the top of the patch represents the Johnson Space Center, in the state of Texas, from which the flight is managed. The names of the STS-111 crew border the upper part of the patch, and the Expedition Five (going up) and Expedition Four (coming down) crews? names form the bottom of the patch. The NASA insignia design for space shuttle flights is reserved for use by the astronauts and for other official use as the NASA Administrator may authorize. Public availability has been approved only in the forms of illustrations by the various news media. When and if there is any change in this policy, which is not anticipated, the change will be publicly announced. Photo credit: NASA

Pulmonary Function in Flight (PuFF) Experiment

NASA Technical Reports Server (NTRS)

2003-01-01

In this International Space Station (ISS) onboard photo, Expedition Six Science Officer Donald R. Pettit works to set up the Pulmonary Function in Flight (PuFF) experiment hardware in the Destiny Laboratory. Expedition Six is the fourth and final crew to perform the PuFF experiment. The PuFF experiment was developed to better understand what effects long term exposure to microgravity may have on the lungs. The focus is on measuring changes in the everness of gas exchange in the lungs, and on detecting changes in respiratory muscle strength. It allows astronauts to measure blood flow through the lungs, the ability of the lung to take up oxygen, and lung volumes. Each PuFF session includes five lung function tests, which involve breathing only cabin air. For each planned extravehicular (EVA) activity, a crew member performs a PuFF test within one week prior to the EVA. Following the EVA, those crew members perform another test to document the effect of exposure of the lungs to the low-pressure environment of the space suits. This experiment utilizes the Gas Analyzer System for Metabolic Analysis Physiology, or GASMAP, located in the Human Research Facility (HRF), along with a variety of other Puff equipment including a manual breathing valve, flow meter, pressure-flow module, pressure and volume calibration syringes, and disposable mouth pieces.

M2-F1 mounted in NASA Ames Research Center 40x80 foot wind tunnel

NASA Technical Reports Server (NTRS)

1962-01-01

After the first attempted ground-tow tests of the M2-F1 in March 1963, the vehicle was taken to the Ames Research Center, Mountain View, CA, for wind-tunnel testing. During these tests, Milt Thompson and others were in the M2-F1 to position the control surfaces for each test. The wingless, lifting body aircraft design was initially conceived as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

X-Wing Research Vehicle in Hangar

NASA Technical Reports Server (NTRS)

1987-01-01

One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

X-Wing Research Vehicle

NASA Technical Reports Server (NTRS)

1986-01-01

One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on 25 September 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

Gemini 4 prime crew with Official medical nurse for Astronaut crew members

NASA Technical Reports Server (NTRS)

1965-01-01

Gemini 4 prime crew, Astronauts Edward H. White II, (left), and James A. McDivitt (right) are shown with Lt. Dolores (Dee) O'Hare, US Air Force, Center Medical Office, Flight Medicine Branch, Manned Spaceflight Center (MSC). Lieutenant O'Hare has served during several space flights as Official medical nurse for the astronaut crew members on the missions.

107 Range Commanders Council Meteorology Group Meeting (RCC-MG): NASA Marshall Space Flight Center Range Report

NASA Technical Reports Server (NTRS)

Roberts, Barry C.

2016-01-01

The following is a summary of the major meteorological/atmospheric projects and research that have been or currently are being accomplished at Marshall Space Flight Center (MSFC). Listed below are highlights of work done during the past 6 months in the Engineering Directorate (ED) and in the Science and Mission Systems Office (ZP).

A Potential Theory for the Steady Separated Flow about an Aerofoil Section

DTIC Science & Technology

1988-02-01

Adviser (3 copies Doc Data sheet) Aircraft Maintenance and Flight Trials Unit Director of Naval Aircraft Engineering Director of Naval Air Warfare...Superintendent, Aircraft Maintenance and Repair Army Office Scientific Adviser - Army (Doc Data sheet only) Engineering Development Establishment, Library...Flight Group Library Technical Division Library Director General Aircraft Engineering - Air Force Director General Operational Requirements - Air Force

14 CFR 382.17 - May carriers limit the number of passengers with a disability on a flight?

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false May carriers limit the number of passengers with a disability on a flight? 382.17 Section 382.17 Aeronautics and Space OFFICE OF THE SECRETARY... DISABILITY IN AIR TRAVEL Nondiscrimination and Access to Services and Information § 382.17 May carriers limit...

14 CFR 382.17 - May carriers limit the number of passengers with a disability on a flight?

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false May carriers limit the number of passengers with a disability on a flight? 382.17 Section 382.17 Aeronautics and Space OFFICE OF THE SECRETARY... DISABILITY IN AIR TRAVEL Nondiscrimination and Access to Services and Information § 382.17 May carriers limit...

Space Station Crew Member Discusses Life in Space with Reporters

NASA Image and Video Library

2018-01-05

Aboard the International Space Station, Expedition 54 Flight Engineer Norishige Kanai of the Japan Aerospace Exploration Agency (JAXA) discussed life and research on the orbital laboratory during an in-flight question and answer session Jan. 5 with Japanese reporters gathered at JAXA’s offices in Tokyo. Kanai is in the third week of a planned six-month mission on the complex.

108 Range Commanders Council Meteorology Group Meeting (RCC-MG) NASA Marshall Space Flight Center Range Report - April 2017

NASA Technical Reports Server (NTRS)

Roberts, Barry C.

2017-01-01

The following is a summary of the major meteorological/atmospheric projects and research that have been or currently are being accomplished at Marshall Space Flight Center (MSFC). Listed below are highlights of work done during the past 6 months in the Engineering Directorate (ED) and in the Science and Technology Office (ST).

Space Science Research and Technology at NASA's Marshall Space Flight Center

NASA Technical Reports Server (NTRS)

Johnson, Charles L.

2007-01-01

This presentation will summarize the various projects and programs managed in the Space Science Programs and Projects Office at NASA's Marshall Space Flight Center in Huntsville, Alabama. Projects in the portfolio include NASA's Chandra X-Ray telescope, Hinode solar physics satellite, various advanced space propulsion technologies, including solar sails and tethers, as well as NASA's Discovery and New Frontiers Programs.

14 CFR 382.17 - May carriers limit the number of passengers with a disability on a flight?

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false May carriers limit the number of passengers with a disability on a flight? 382.17 Section 382.17 Aeronautics and Space OFFICE OF THE SECRETARY... DISABILITY IN AIR TRAVEL Nondiscrimination and Access to Services and Information § 382.17 May carriers limit...

14 CFR 382.17 - May carriers limit the number of passengers with a disability on a flight?

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false May carriers limit the number of passengers with a disability on a flight? 382.17 Section 382.17 Aeronautics and Space OFFICE OF THE SECRETARY... DISABILITY IN AIR TRAVEL Nondiscrimination and Access to Services and Information § 382.17 May carriers limit...

14 CFR 382.17 - May carriers limit the number of passengers with a disability on a flight?

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false May carriers limit the number of passengers with a disability on a flight? 382.17 Section 382.17 Aeronautics and Space OFFICE OF THE SECRETARY... DISABILITY IN AIR TRAVEL Nondiscrimination and Access to Services and Information § 382.17 May carriers limit...

Developing Proactive Methods for General Aviation Data Collection

DTIC Science & Technology

2010-11-01

standard weather package that all pilots would review before flying. 17. Key Words 18. Distribution Statement General Aviation...completed page authorized iii ACKNOWLEDGMENTS We are indebted to the many Flight Standards District Office employees that provided assistance beyond...Directive / Level of Effort Agree- ment between the Human Factors Research and Engineering Group (AJP-61), Flight Standards Service – General Aviation

OAST-Flyer is deployed by the Remote Manipulator System (RMS) as viewed from the flight deck

NASA Image and Video Library

1996-01-14

STS072-320-014 (17 Jan. 1996) --- The end effect of the Space Shuttle Endeavour's Remote Manipulator System (RMS) is about to grapple the Office of Aeronautics and Space Technology's (OAST) -- Flyer satellite. The view was recorded with a 35mm camera aimed through one of Endeavour's overheard windows on the aft flight deck.

Perseus High Altitude Remotely Piloted Aircraft on Ramp

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle waits on Rogers Dry Lake in the pre-dawn darkness before a test flight at the Dryden Flight Research Center, Edwards, California. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus in Flight

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle flies over Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California, to test basic design concepts for the remotely-piloted, high-altitude vehicle. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B over Edwards AFB on a Development Flight

NASA Technical Reports Server (NTRS)

1998-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely-piloted research aircraft, seen here during a test flight in April1998. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

X-33 Telemetry Best Source Selection, Processing, Display, and Simulation Model Comparison

NASA Technical Reports Server (NTRS)

Burkes, Darryl A.

1998-01-01

The X-33 program requires the use of multiple telemetry ground stations to cover the launch, ascent, transition, descent, and approach phases for the flights from Edwards AFB to landings at Dugway Proving Grounds, UT and Malmstrom AFB, MT. This paper will discuss the X-33 telemetry requirements and design, including information on fixed and mobile telemetry systems, best source selection, and support for Range Safety Officers. A best source selection system will be utilized to automatically determine the best source based on the frame synchronization status of the incoming telemetry streams. These systems will be used to select the best source at the landing sites and at NASA Dryden Flight Research Center to determine the overall best source between the launch site, intermediate sites, and landing site sources. The best source at the landing sites will be decommutated to display critical flight safety parameters for the Range Safety Officers. The overall best source will be sent to the Lockheed Martin's Operational Control Center at Edwards AFB for performance monitoring by X-33 program personnel and for monitoring of critical flight safety parameters by the primary Range Safety Officer. The real-time telemetry data (received signal strength, etc.) from each of the primary ground stations will also be compared during each nu'ssion with simulation data generated using the Dynamic Ground Station Analysis software program. An overall assessment of the accuracy of the model will occur after each mission. Acknowledgment: The work described in this paper was NASA supported through cooperative agreement NCC8-115 with Lockheed Martin Skunk Works.

JSC MCC Bldg 30 Instrumentation and Communications Officer (INCO) RTDS

NASA Image and Video Library

1988-06-02

Instrumentation and Communications Officer (INCO) John F. Muratore monitors conventional workstation displays during an STS-26 simulation in JSC Mission Control Center (MCC) Bldg 30 Flight Control Room (FCR). Next to Muratore an operator views the real time data system (RTDS), an expert system. During the STS-29 mission two conventional monochrome console display units will be removed and replaced with RTDS displays. View is for the STS-29 press kit from Office of Aeronautics and Space Technology (OAST) RTDS.

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

NASA Technical Reports Server (NTRS)

1998-01-01

The Perseus B remotely piloted aircraft taxis on the runway at Edwards Air Force Base, California, before a series of development flights at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

NASA Technical Reports Server (NTRS)

1998-01-01

The Perseus B remotely piloted aircraft on the runway at Edwards Air Force Base, California at the conclusion of a development flight at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

14 CFR 91.305 - Flight test areas.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Flight test areas. 91.305 Section 91.305... AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Special Flight Operations § 91.305 Flight test areas. No person may flight test an aircraft except over open water, or sparsely populated...

14 CFR 91.305 - Flight test areas.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Flight test areas. 91.305 Section 91.305... AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Special Flight Operations § 91.305 Flight test areas. No person may flight test an aircraft except over open water, or sparsely populated...

14 CFR 91.305 - Flight test areas.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight test areas. 91.305 Section 91.305... AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Special Flight Operations § 91.305 Flight test areas. No person may flight test an aircraft except over open water, or sparsely populated...

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.

DRACO Flowpath Performance and Environments

NASA Technical Reports Server (NTRS)

Komar, D. R.; McDonald, Jon

1999-01-01

The Advanced Space Transportation (AST) project office has challenged NASA to design, manufacture, ground-test and flight-test an axisymmetric, hydrocarbon-fueled, flight-weight, ejector-ramjet engine system testbed no later than 2005. To accomplish this, a multi-center NASA team has been assembled. The goal of this team, led by NASA-Marshall Space Flight Center (MSFC), is to develop propulsion technologies that demonstrate rocket and airbreathing combined-cycle operation (DRACO). Current technical activities include flowpath conceptual design, engine systems conceptual design, and feasibility studies investigating the integration and operation of the DRACO engine with a Lockheed D-21B drone. This paper focuses on the activities of the Flowpath Systems Product Development Team (PDT), led by NASA-Glenn Research Center (GRC) and supported by NASA-MSFC and TechLand Research, Inc. The objective of the Flowpath PDT at the start of the DRACO program was to establish a conceptual design of the flowpath aerodynamic lines, determine the preliminary performance, define the internal environments, and support the DRACO testbed concept feasibility studies. To accomplish these tasks, the PDT convened to establish a baseline flowpath concept. With the conceptual lines defined, cycle analysis tasks were planned and the flowpath performance and internal environments were defined. Additionally, sensitivity studies investigating the effects of inlet reference area, combustion performance, and combustor/nozzle materials selection were performed to support the Flowpath PDT design process. Results of these tasks are the emphasis of this paper and are intended to verify the feasibility of the DRACO flowpath and engine system as well as identify the primary technical challenges inherent in the flight-weight design of an advanced propulsion technology demonstration engine. Preliminary cycle performance decks were developed to support the testbed concept feasibility studies but are not discussed further in this paper.

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.

Flight Test Series 3: Flight Test Report

NASA Technical Reports Server (NTRS)

Marston, Mike; Sternberg, Daniel; Valkov, Steffi

2015-01-01

This document is a flight test report from the Operational perspective for Flight Test Series 3, a subpart of the Unmanned Aircraft System (UAS) Integration in the National Airspace System (NAS) project. Flight Test Series 3 testing began on June 15, 2015, and concluded on August 12, 2015. Participants included NASA Ames Research Center, NASA Armstrong Flight Research Center, NASA Glenn Research Center, NASA Langley Research center, General Atomics Aeronautical Systems, Inc., and Honeywell. Key stakeholders analyzed their System Under Test (SUT) in two distinct configurations. Configuration 1, known as Pairwise Encounters, was subdivided into two parts: 1a, involving a low-speed UAS ownship and intruder(s), and 1b, involving a high-speed surrogate ownship and intruder. Configuration 2, known as Full Mission, involved a surrogate ownship, live intruder(s), and integrated virtual traffic. Table 1 is a summary of flights for each configuration, with data collection flights highlighted in green. Section 2 and 3 of this report give an in-depth description of the flight test period, aircraft involved, flight crew, and mission team. Overall, Flight Test 3 gathered excellent data for each SUT. We attribute this successful outcome in large part from the experience that was acquired from the ACAS Xu SS flight test flown in December 2014. Configuration 1 was a tremendous success, thanks to the training, member participation, integration/testing, and in-depth analysis of the flight points. Although Configuration 2 flights were cancelled after 3 data collection flights due to various problems, the lessons learned from this will help the UAS in the NAS project move forward successfully in future flight phases.

NASA IN-STEP Cryo System Experiment flight test

NASA Astrophysics Data System (ADS)

Russo, S. C.; Sugimura, R. S.

The Cryo System Experiment (CSE), a NASA In-Space Technology Experiments Program (IN-STEP) flight experiment, was flown on Space Shuttle Discovery (STS 63) in February 1995. The experiment was developed by Hughes Aircraft Company to validate in zero- g space a 65 K cryogenic system for focal planes, optics, instruments or other equipment (gamma-ray spectrometers and infrared and submillimetre imaging instruments) that requires continuous cryogenic cooling. The CSE is funded by the NASA Office of Advanced Concepts and Technology's IN-STEP and managed by the Jet Propulsion Laboratory (JPL). The overall goal of the CSE was to validate and characterize the on-orbit performance of the two thermal management technologies that comprise a hybrid cryogenic system. These thermal management technologies consist of (1) a second-generation long-life, low-vibration, Stirling-cycle 65 K cryocooler that was used to cool a simulated thermal energy storage device (TRP) and (2) a diode oxygen heat pipe thermal switch that enables physical separation between a cryogenic refrigerator and a TRP. All CSE experiment objectives and 100% of the experiment success criteria were achieved. The level of confidence provided by this flight experiment is an important NASA and Department of Defense (DoD) milestone prior to multi-year mission commitment. Presented are generic lessons learned from the system integration of cryocoolers for a flight experiment and the recorded zero- g performance of the Stirling cryocooler and the diode oxygen heat pipe.

KSC-2011-3329

NASA Image and Video Library

2011-05-05

CAPE CANAVERAL, Fla. -- Program participants pose for a group photo in front of a replica of a Mercury-Redstone rocket during a celebration at Complex 5/6 on Cape Canaveral Air Force Station in Florida. From left are Hugh Harris, former director of Public Affairs at Kennedy Space Center; Alice Wackermann, Julie Jenkins and Laura Churchley, daughters of astronaut Alan Shepard; Jack King, former chief, Public Information Office, Marshall Space Flight Center; Bob Moser, former chief test conductor for the Mercury-Redstone launches; NBC reporter Jay Barbree; Mercury astronaut Scott Carpenter; Kennedy Space Center Director Bob Cabana; Lieutenant General Susan J. Helms, commander of the 14th Air Force and former astronaut; and NASA Administrator Charlie Bolden. The celebration was held at the launch site of the first U.S. manned spaceflight May 5, 1961, to mark the 50th anniversary of the flight. Fifty years ago, astronaut Alan Shepard lifted off inside the Mercury capsule, "Freedom 7," atop an 82-foot-tall Mercury-Redstone rocket at 9:34 a.m. EST, sending him on a remarkably successful, 15-minute suborbital flight. The event was attended by more than 200 workers from the original Mercury program and included a re-creation of Shepard's flight and recovery, as well as a tribute to his contributions as a moonwalker on the Apollo 14 lunar mission. For more information, visit www.nasa.gov/topics/history/milestones/index.html. Photo credit: NASA/Kim Shiflett

Data Acquisition, Management, and Analysis in Support of the Audiology and Hearing Conservation and the Orbital Debris Program Office

NASA Technical Reports Server (NTRS)

Dicken, Todd

2012-01-01

My internship at Johnson Space Center, Houston TX comprised of working simultaneously in the Space Life Science Directorate (Clinical Services Branch, SD3) in Audiology and Hearing Conservation and in the Astromaterials Research and Exploration Sciences Directorate in the Orbital Debris Program Office (KX). The purpose of the project done to support the Audiology and Hearing Conservation Clinic (AuHCon) is to organize and analyze auditory test data that has been obtained from tests conducted onboard the International Space Station (ISS) and in Johnson Space Center's clinic. Astronauts undergo a special type of auditory test called an On-Orbit Hearing Assessment (OOHA), which monitors hearing function while crewmembers are exposed to noise and microgravity during long-duration spaceflight. Data needed to be formatted to assist the Audiologist in studying, analyzing and reporting OOHA results from all ISS missions, with comparison to conventional preflight and post-flight audiometric test results of crewmembers. Orbital debris is the #1 threat to manned spacecraft; therefore NASA is investing in different measurement techniques to acquire information on orbital debris. These measurements are taken with telescopes in different parts of the world to acquire brightness variations over time, from which size, rotation rates and material information can be determined for orbital debris. Currently many assumptions are taken to resolve size and material from observed brightness, therefore a laboratory (Optical Measurement Center) is used to simulate the space environment and acquire information of known targets suited to best model the orbital debris population. In the Orbital Debris Program Office (ODPO) telescopic data were acquired and analyzed to better assess the orbital debris population.

Research pilot Mark Pestana

NASA Image and Video Library

2001-04-16

Mark Pestana is a research pilot and project manager at the NASA Dryden Flight Research Center, Edwards, Calif. He is a pilot for the Beech B200 King Air, the T-34C and the Predator B. He flies the F-18 Hornet as a co-pilot and flight test engineer. Pestana has accumulated more than 4,000 hours of military and civilian flight experience. He was also a flight engineer on the NASA DC-8 flying laboratory. Pestana was the project manager and pilot for the Hi–rate Wireless Airborne Network Demonstration flown on the NASA B200 research aircraft. He flew B200 research missions for the X-38 Space Integrated Inertial Navigation Global Positioning System experiment. Pestana also participated in several deployments of the DC-8, including Earth science expeditions ranging from hurricane research over the Caribbean Sea to ozone studies over the North Pole, atmospheric chemistry over the South Pacific, rain forest health in Central America, Rocky Mountain ice pack assessment, and volcanic and tectonic activity around the Pacific Rim. He came to Dryden as a DC-8 mission manager in June 1998 from NASA Johnson Space Center, Houston, where he served as the Earth and Space Science discipline manager for the International Space Station Program at Johnson. Pestana also served as a flight crew operations engineer in the Astronaut Office, developing the controls, displays, tools, crew accommodations and procedures for on-orbit assembly, test, and checkout of the International Space Station. He led the analysis and technical negotiations for modification of the Russian Soyuz spacecraft as an emergency crew return vehicle for space station crews. He joined the U.S. Air Force Reserve in 1991 and held various positions as a research and development engineer, intelligence analyst, and Delta II launch vehicle systems engineer. He retired from the U.S. Air Force Reserve with the rank of colonel in 2005. Prior to 1990, Pestana was on active duty with the U.S. Air Force as the director of mi

STS-26 long duration simulation in JSC Mission Control Center (MCC) Bldg 30

NASA Technical Reports Server (NTRS)

1988-01-01

STS-26 long duration simulation is conducted in JSC Mission Control Center (MCC) Bldg 30 Flight Control Room (FCR). Director of Mission Operations Directorate (MOD) Eugene F. Kranz (left) and Chief of the Flight Directors Office Tommy W. Holloway monitor activity during the simulation. The two are at their normal stations on the rear row of consoles. The integrated simulation involves MCC flight controllers communicating with crewmembers stationed in the fixed based (FB) shuttle mission simulator (SMS) located in JSC Mission Simulation and Training Facility Bldg 5.

A review of the habitability aspects of prior space flights from the flight crew perspective with an orientation toward designing Space Station Freedom

NASA Technical Reports Server (NTRS)

Stramler, J. H.

1990-01-01

Habitability is a very important issue in long-duration spaceflight. With this concern, a review of much of the existing U.S. Skylab, Spacelab, and some Soviet literature on habitability aspects of long-duratioin space flight was completed for the Astronaut Space Station Support Office. The data were organized to follow as closely as possible the SSF distributed systems, such as Life Support, Data Management, etc. A new definition of habitability is proposed.

Aerospace Medical Support in Russia

NASA Technical Reports Server (NTRS)

Castleberry, Tara; Chamberlin, Blake; Cole, Richard; Dowell, Gene; Savage, Scott

2011-01-01

This slide presentation reviews the role of the flight surgeon in support of aerospace medical support operations at the Gagarin Cosmonaut Training Center (GCTC), also known as Star City, in Russia. The flight surgeon in this role is the medical advocate for non-russian astronauts, and also provides medical care for illness and injury for astronauts, family members, and guests as well as civil servants and contractors. The flight surgeon also provides support for hazardous training. There are various photos of the area, and the office, and some of the equipment that is used.

Human Space Flight Plans Committee Report

NASA Image and Video Library

2009-10-21

NASA Public Affairs Officer Doc Mirelson, left, and Chairman of the U.S. Human Space Flight Plans Committee Norman Augustine, right, listen to reporters questions during a press conference where the committee released it's report on Thursday, Oct., 22, 2009 at the National Press Club in Washington. The Obama Administration tasked the committee to do an independent review of planned U.S. human space flight activities with the goal of ensuring that the nation is on a vigorous and sustainable path to achieving its boldest aspirations in space. Photo Credit: (NASA/Bill Ingalls)

Malenchenko and Lu in Pirs Docking Compartment (DC-1) module

NASA Image and Video Library

2003-10-20

ISS007-E-17761 (20 October 2003) --- The Expedition 7 crewmembers, cosmonaut Yuri I. Malenchenko, mission commander representing Rosaviakosmos; and astronaut Edward T. Lu, NASA ISS science officer and flight engineer, pose for a photo by a camera triggered for a change by something other than auto-set or remote means. The photographer in this case was one of the newly arrived Expedition 8 crewmembers, astronaut C. Michael Foale, American commander and NASA ISS science officer and cosmonaut Alexander Kaleri, Russian flight engineer and Soyuz commander; or possibly European Space Agency astronaut Pedro Duque, who joined the Expedition 8 crew for the trip "up" and who will return to Earth on Oct. 28 with the Expedition 7 crew.

Building a quality culture in the Office of Space Flight: Approach, lessons learned and implications for the future

NASA Astrophysics Data System (ADS)

Roberts, C. Shannon

The purpose of this paper is to describe the approach and lessons learned by the Office of Space Flight (OSF), National Aeronautics and Space Administration (NASA), in its introduction of quality. In particular, the experience of OSF Headquarters is discussed as an example of an organization within NASA that is considering both the business and human elements of the change and the opportunities the quality focus presents to improve continuously. It is hoped that the insights shared will be of use to those embarking upon similar cultural changes. The paper is presented in the following parts: the leadership challenge; background; context of the approach to quality; initial steps; current initiatives; lessons learned; and implications for the future.

Building a quality culture in the Office of Space Flight: Approach, lessons learned and implications for the future

NASA Technical Reports Server (NTRS)

Roberts, C. Shannon

1992-01-01

The purpose of this paper is to describe the approach and lessons learned by the Office of Space Flight (OSF), National Aeronautics and Space Administration (NASA), in its introduction of quality. In particular, the experience of OSF Headquarters is discussed as an example of an organization within NASA that is considering both the business and human elements of the change and the opportunities the quality focus presents to improve continuously. It is hoped that the insights shared will be of use to those embarking upon similar cultural changes. The paper is presented in the following parts: the leadership challenge; background; context of the approach to quality; initial steps; current initiatives; lessons learned; and implications for the future.

KSC-2009-4330

NASA Image and Video Library

2009-07-30

CAPE CANAVERAL, Fla. – Members of the Augustine Commission are meeting in Cocoa Beach, Fla. At left is Chairman Norman R. Augustine, retired chairman and CEO of Lockheed Martin Corp., and, at right, is Phil McAlister, special assistant for Program Analysis in NASA's Office of Program Analysis and Evaluation. At the request of the Office of Science and Technology Policy, NASA established the Review of U.S. Human Space Flight Plans Committee, known as the Augustine Commission. The committee is conducting an independent review of ongoing U.S. human spaceflight plans and programs, as well as alternatives, to ensure the nation is pursuing the best trajectory for the future of human space flight - one that is safe, innovative, affordable, and sustainable. Photo credit: NASA/Kim Shiflett

Marshall Space Flight Center solid waste characterization and recycling improvement study: General office and laboratory waste, scrap metal, office and flight surplus

NASA Technical Reports Server (NTRS)

Eley, Michael H.; Crews, Lavonne; Johnston, Ben; Lee, David; Colebaugh, James

1995-01-01

The primary objectives of the study were to characterize the solid waste stream for MSFC facilities in Huntsville, Alabama, and to evaluate their present recycling program. The purpose of the study was to determine if improvements could be made in terms of increasing quantities of the present commodities collected, adding more recyclables to the program, and streamlining or improving operational efficiency. In conducting the study, various elements were implemented. These included sampling and sorting representative samples of the waste stream; visually inspecting each refuse bin, recycle bin, and roll-off; interviewing employees and recycling coordinators of other companies; touring local material recycling facilities; contacting experts in the field; and performing a literature search.

14 CFR 437.25 - Flight test plan.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false Flight test plan. 437.25 Section 437.25... TRANSPORTATION LICENSING EXPERIMENTAL PERMITS Requirements to Obtain an Experimental Permit Flight Test Plan § 437.25 Flight test plan. An applicant must— (a) Describe any flight test program, including estimated...

14 CFR 437.25 - Flight test plan.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false Flight test plan. 437.25 Section 437.25... TRANSPORTATION LICENSING EXPERIMENTAL PERMITS Requirements to Obtain an Experimental Permit Flight Test Plan § 437.25 Flight test plan. An applicant must— (a) Describe any flight test program, including estimated...

14 CFR 437.25 - Flight test plan.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false Flight test plan. 437.25 Section 437.25... TRANSPORTATION LICENSING EXPERIMENTAL PERMITS Requirements to Obtain an Experimental Permit Flight Test Plan § 437.25 Flight test plan. An applicant must— (a) Describe any flight test program, including estimated...

SEP Mission to Titan NEXT Aerocapture In-Space Propulsion (Quicktime Movie)

NASA Technical Reports Server (NTRS)

Baggett, Randy

2004-01-01

The ion thruster is one of the most promising solar electric propulsion (SEP) technologies to support future Outer Planet missions (place provided link below here) for NASA's Office of Space Science. Typically, ion thrusters are used in high Isp- low thrust applications that require long lifetimes, as well as, higher efficiency over state-of-the-art chemical propulsion systems.Today, the standard for ion thrusters is the SEP Technology Application Readiness (NSTAR) thruster. Jet Propulsion Laboratory's (JPL's) extended life test (ELT) of the DS 1 flight spare NSTAR thruster began in October 1998. This test successfully demonstrated lifetime of the NSTAR flight spare thruster, which will provide a solid basis for selection of ion thrusters for future Code S missions. The NSTAR ELT was concluded on June 30,2003 after 30,352 hours. The purpose of the Next Generation Ion (NGI) activities is to advance Ion propulsion system technologies through the development of NASA's Evolutionary Xenon Thruster (NEXT). The goal of NEXT is to more than double the power capability and lifetime throughput (the total amount of propellant which can be processed) while increasing the Isp by 30% and the thrust by 120%.

Design And Testing of The Floating Potential Probe For ISS

NASA Technical Reports Server (NTRS)

Hillard, G. Barry; Ferguson, Dale C.

2001-01-01

Flight 4A was an especially critical mission for the International Space Station (ISS). For the first time, the high voltage solar arrays generated significant amounts of power and long predicted environmental interactions (high negative floating potential and concomitant dielectric charging) became serious concerns. Furthermore, the same flight saw the Plasma Contacting Unit (PCU) deployed and put into operation to mitigate and control these effects. The ISS program office has recognized the critical need to verify, by direct measurement, that ISS does not charge to unacceptable levels. A Floating Potential Probe (FPP) was therefore deployed on ISS to measure ISS floating potential relative to the surrounding plasma and to measure relevant plasma parameters. The primary objective of FPP is to verify that ISS floating potential does not exceed the specified level of 40 volts with respect to the ambient. Since it is expected that in normal operations the PCU will maintain ISS within this specification, it is equivalent to say that the objective of FPP is to monitor the functionality of the PCU. In this paper, we report on the design and testing of the ISS FPP. In a separate paper, the operations and results obtained so far by the FPP will be presented.

A new technique for high performance tandem time-of- flight mass spectrometry

NASA Astrophysics Data System (ADS)

Katz, Daniel Louis

2001-08-01

The main result of this written dissertation is a mathematical solution to the problem of multiplex recording for high performance tandem time-of-flight mass spectrometry. The prescription is to use a time-lag accelerator in the second stage to match the ion optical properties of the decay fragments to the requirements of the electrostatic ion mirror. With this technique the ion mirror is able to focus the full mass range of fragment ions at a single voltage setting, permitting acquisition of the entire mass spectrum from a single ionization event. This work was performed in support of a joint project carried out by researchers at Oregon State University and The University of Uppsala, Sweden, to design, build and test a tandem instrument featuring precision selection of the precursor species in the first stage of the spectrometer, a means of fragmenting the precursor species, and multiplex recording of the resulting fragment spectrum in the second stage. A patent application has been filed on the complete instrument with the United States Patent Office, a copy of which has been included as an appendix, and a prototype of that instrument has been constructed and awaits testing at Oregon State University.

Jeff Greulich, DynCorp life support technician, adjusts a prototype helmet on a NASA Dryden pilot. F

NASA Technical Reports Server (NTRS)

2002-01-01

Jeff Greulich, DynCorp life support technician, adjusts a prototype helmet on pilot Craig Bomben at NASA Dryden Flight Research Center, Edwards, Calif. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

Rocket-Based Combined Cycle Activities in the Advanced Space Transportation Program Office

NASA Technical Reports Server (NTRS)

Hueter, Uwe; Turner, James

1999-01-01

NASA's Office of Aero-Space Technology (OAST) has established three major goals, referred to as, "The Three Pillars for Success". The Advanced Space Transportation Program Office (ASTP) at the NASA's Marshall Space Flight Center (MSFC) in Huntsville, Ala. focuses on future space transportation technologies Under the "Access to Space" pillar. The Core Technologies Project, part of ASTP, focuses on the reusable technologies beyond those being pursued by X-33. One of the main activities over the past two and a half years has been on advancing the rocket-based combined cycle (RBCC) technologies. In June of last year, activities for reusable launch vehicle (RLV) airframe and propulsion technologies were initiated. These activities focus primarily on those technologies that support the decision to determine the path this country will take for Space Shuttle and RLV. This year, additional technology efforts in the reusable technologies will be awarded. The RBCC effort that was completed early this year was the initial step leading to flight demonstrations of the technology for space launch vehicle propulsion.

An Aerial Radiological Survey of Selected Areas of the City of North Las Vegas

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

Piotr Wasiolek

2008-06-01

As part of the proficiency training for the Radiological Mapping mission of the Aerial Measuring System (AMS), a survey team from the Remote Sensing Laboratory-Nellis (RSL-Nellis) conducted an aerial radiological survey of selected areas of the city of North Las Vegas for the purpose of mapping natural radiation background and locating any man-made radioactive sources. Survey areas were selected in collaboration with the City Manager's office and included four separate areas: (1) Las Vegas Motor Speedway (10.6 square miles); (2) North Las Vegas Downtown Area (9.2 square miles); (3) I-15 Industrial Corridor (7.4 square miles); and (4) Future site ofmore » University of Nevada Las Vegas campus (17.4 square miles). The survey was conducted in three phases: Phase 1 on December 11-12, 2007 (Areas 1 and 2), Phase 2 on February 28, 2008 (Area 3), and Phase 3 on March 19, 2008 (Area 4). The total completed survey covered a total of 44.6 square miles. The flight lines (without the turns) over the surveyed areas are presented in Figures 1, 2, 3, and 4. A total of eight 2.5-hour-long flights were performed at an altitude of 150 ft above ground level (AGL) with 300 feet of flight-line spacing. Water line and test line flights were conducted over the Lake Mead and Government Wash areas to ensure quality control of the data. The data were collected by the AMS data acquisition system (REDAR V) using an array of twelve 2-inch x 4-inch x 16-inch sodium iodide (NaI) detectors flown on-board a twin-engine Bell 412 helicopter. Data, in the form of gamma energy spectra, were collected continually (every second) over the course of the survey and were geo-referenced using a differential Global Positioning System. Collection of spectral data allows the system to distinguish between ordinary fluctuations in natural background radiation levels and the signature produced by man-made radioisotopes. Spectral data can also be used to identify specific radioactive isotopes. As a courtesy service, with the approval of the U.S. Department of Energy, National Nuclear Security Administration, Nevada Site Office, RSL-Nellis is providing this summary to the office of the Mayor of the City of North Las Vegas along with the gross-count-based exposure rate and man-made count contour maps and GIS shape files in electronic format on a compact disk.« less

76 FR 64006 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-17

... Office of the region in which the affected airport is located; 3. The National Flight Procedures Office... Policies and Procedures (44 FR 11034; February 26, 1979); and (3) does not warrant preparation of a... Milwaukee/Lawrence 1/4410 9/1/11 This NOTAM, published in TL 11-22, is J. Timmerman. hereby rescinded in its...

Experimental Results from the Thermal Energy Storage-1 (TES-1) Flight Experiment

NASA Technical Reports Server (NTRS)

Wald, Lawrence W.; Tolbert, Carol; Jacqmin, David

1995-01-01

The Thermal Energy Storage-1 (TES-1) is a flight experiment that flew on the Space Shuttle Columbia (STS-62), in March 1994, as part of the OAST-2 mission. TES-1 is the first experiment in a four experiment suite designed to provide data for understanding the long duration microgravity behavior of thermal energy storage fluoride salts that undergo repeated melting and freezing. Such data have never been obtained before and have direct application for the development of space-based solar dynamic (SD) power systems. These power systems will store solar energy in a thermal energy salt such as lithium fluoride or calcium fluoride. The stored energy is extracted during the shade portion of the orbit. This enables the solar dynamic power system to provide constant electrical power over the entire orbit. Analytical computer codes have been developed for predicting performance of a spaced-based solar dynamic power system. Experimental verification of the analytical predictions is needed prior to using the analytical results for future space power design applications. The four TES flight experiments will be used to obtain the needed experimental data. This paper will focus on the flight results from the first experiment, TES-1, in comparison to the predicted results from the Thermal Energy Storage Simulation (TESSIM) analytical computer code. The TES-1 conceptual development, hardware design, final development, and system verification testing were accomplished at the NASA lewis Research Center (LeRC). TES-1 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).

Design and Testing of a Prototype Lunar or Planetary Surface Landing Research Vehicle (LPSLRV)

NASA Technical Reports Server (NTRS)

Murphy, Gloria A.

2010-01-01

This handbook describes a two-semester senior design course sponsored by the NASA Office of Education, the Exploration Systems Mission Directorate (ESMD), and the NASA Space Grant Consortium. The course was developed and implemented by the Mechanical and Aerospace Engineering Department (MAE) at Utah State University. The course final outcome is a packaged senior design course that can be readily incorporated into the instructional curriculum at universities across the country. The course materials adhere to the standards of the Accreditation Board for Engineering and Technology (ABET), and is constructed to be relevant to key research areas identified by ESMD. The design project challenged students to apply systems engineering concepts to define research and training requirements for a terrestrial-based lunar landing simulator. This project developed a flying prototype for a Lunar or Planetary Surface Landing Research Vehicle (LPSRV). Per NASA specifications the concept accounts for reduced lunar gravity, and allows the terminal stage of lunar descent to be flown either by remote pilot or autonomously. This free-flying platform was designed to be sufficiently-flexible to allow both sensor evaluation and pilot training. This handbook outlines the course materials, describes the systems engineering processes developed to facilitate design fabrication, integration, and testing. This handbook presents sufficient details of the final design configuration to allow an independent group to reproduce the design. The design evolution and details regarding the verification testing used to characterize the system are presented in a separate project final design report. Details of the experimental apparatus used for system characterization may be found in Appendix F, G, and I of that report. A brief summary of the ground testing and systems verification is also included in Appendix A of this report. Details of the flight tests will be documented in a separate flight test report. This flight test report serves as a complement to the course handbook presented here. This project was extremely ambitious, and achieving all of the design and test objectives was a daunting task. The schedule ran slightly longer than a single academic year with the complete design closure not occurring until early April. Integration and verification testing spilled over into late May and the first flight did not occur until mid to late June. The academic year at Utah State University ended on May 8, 2010. Following the end of the academic year, testing and integration was performed by the faculty advisor, paid research assistants, and volunteer student help

M2-F1 ejection seat test at South Edwards

NASA Technical Reports Server (NTRS)

1963-01-01

The M2-F1 was fitted with an ejection seat before the airtow flights began. The project selected the seat used in the T-37 as modified by the Weber Company to use a rocket rather than a ballistic charge for ejection. To test the ejection seat, the Flight Research Center's Dick Klein constructed a plywood mockup of the M2-F1's top deck and canopy. On the first firings, the test was unsuccessful, but on the final test the dummy in the seat landed safely. The M2-F1 ejection seat was later used in the two Lunar Landing Research Vehicles and the three Lunar Landing Training Vehicles. Three of them crashed, but in each case the pilot ejected from the vehicle successfully. The wingless, lifting body aircraft design was initially conceived as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

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.

Fatigue-test acceleration with flight-by-flight loading and heating to simulate supersonic-transport operation

NASA Technical Reports Server (NTRS)

Imig, L. A.; Garrett, L. E.

1973-01-01

Possibilities for reducing fatigue-test time for supersonic-transport materials and structures were studied in tests with simulated flight-by-flight loading. In order to determine whether short-time tests were feasible, the results of accelerated tests (2 sec per flight) were compared with the results of real-time tests (96 min per flight). The effects of design mean stress, the stress range for ground-air-ground cycles, simulated thermal stress, the number of stress cycles in each flight, and salt corrosion were studied. The flight-by-flight stress sequences were applied to notched sheet specimens of Ti-8Al-1Mo-1V and Ti-6Al-4V titanium alloys. A linear cumulative-damage analysis accounted for large changes in stress range of the simulated flights but did not account for the differences between real-time and accelerated tests. The fatigue lives from accelerated tests were generally within a factor of two of the lives from real-time tests; thus, within the scope of the investigation, accelerated testing seems feasible.

FOOT experiment (Foot/Ground Reaction Forces during Space Flight)

NASA Image and Video Library

2005-06-29

ISS011-E-09831 (29 June 2005) --- Astronaut John L. Phillips, Expedition 11 NASA Space Station science officer and flight engineer, works at the Canadarm2 controls while participating in the Foot/Ground Reaction Forces During Spaceflight (FOOT) experiment in the Destiny laboratory of the International Space Station. Phillips wore the specially instrumented Lower Extremity Monitoring Suit (LEMS), cycling tights outfitted with sensors, during the experiment.

FOOT experiment (Foot/Ground Reaction Forces during Space Flight)

NASA Image and Video Library

2005-06-29

ISS011-E-09825 (29 June 2005) --- Astronaut John L. Phillips, Expedition 11 NASA Space Station science officer and flight engineer, enters data into a computer while participating in the Foot/Ground Reaction Forces During Spaceflight (FOOT) experiment in the Destiny laboratory of the International Space Station. Phillips wore the specially instrumented Lower Extremity Monitoring Suit (LEMS), cycling tights outfitted with sensors, during the experiment.

KSC-97PC1761

NASA Image and Video Library

1997-12-10

United States Senator Bob Graham of Florida visits the Space Station Processing Facility at Kennedy Space Center (KSC) and is briefed on hardware processing for the International Space Station by Jon Cowart, Flight 2A Manager, NASA Space Station Hardware Integration Office. In the foreground, from left to right, are Howard DeCastro, Program Manager for the Space Flight Operations Contract, United Space Alliance; Senator Bob Graham; and Jon Cowart

Low Boom Flight Demonstrator Briefing

NASA Image and Video Library

2018-04-03

J.D. Harrington, public affairs officer, Aeronautics Mission Directorate, NASA, speaks at a briefing on the Low Boom Flight Demonstrator, Tuesday, April 3, 2018 at NASA Headquarters in Washington. This new experimental aircraft will cut cross country travel times in half by flying faster than the speed of sound without creating a sonic boom, enabling travel from New York to Los Angeles in two hours. Photo Credit: (NASA/Aubrey Gemignani)

Microgravity

NASA Image and Video Library

2000-04-14

Jimmy Grisham of the Microgravity Program Plarning Integration Office at NASA/Marshall Space Flight Center, demonstrates the classroom-size Microgravity Drop Tower Demonstrator. The apparatus provides 1/6 second of microgravity for small experiments. A video camera helps teachers observe what happens inside the package. This demonstration was at the April 2000 conference of the National Council of Teachers of Mathematics (NCTM) in Chicago. Photo credit: NASA/Marshall Space Flight Center (MSFC)

Lopez-Alegria adds patch to collection in Node 1 / Unity module

NASA Image and Video Library

2007-04-17

ISS014-E-19545 (17 April 2007) --- Astronauts Michael E. Lopez-Alegria (right), Expedition 14 commander and NASA space station science officer; Sunita L. Williams, flight engineer; and cosmonaut Mikhail Tyurin (left), flight engineer representing Russia's Federal Space Agency, add the Expedition 14 patch to the Unity node's growing collection of insignias representing crews who have lived and worked on the International Space Station.

Social Networks in Crisis Response: Trust is Vital

DTIC Science & Technology

2016-06-01

response community as a whole. iv  2014 search for Malaysia Airlines Flight 370 (MH370)  2012 South Sudan WASH crisis  2004 Indian...Meteorological and Oceanographic MH370 Malaysia Airlines Flight 370 MOT Malaysia Ministry of Transportation xiv MSF Doctors Without Borders...States Navy WASH Water, Sanitation, and Hygiene WCO World Health Organization country offices WFP World Food Program WHO World Health Organization

X43 Hyper-X

NASA Image and Video Library

2004-02-11

NASA's Hyper-x Program Manager, Vince Rausch talks about the upcoming launch of the X43A vehicle over the Pacific Ocean later this month from his office at NASA Langley Research Center in Hampton, VA. Hyper X is a high risk, high payoff program. The flight of the X43 A will demonstrated in flight for the first time, air breathing hypersonic propulsion technology. (Photo by Jeff Caplan)

M2-F1 simulator cockpit

NASA Technical Reports Server (NTRS)

1963-01-01

This early simulator of the M2-F1 lifting body was used for pilot training, to test landing techniques before the first ground tow attempts, and to test new control configurations after the first tow attempts and wind-tunnel tests. The M2-F1 simulator was limited in some ways by its analog simulator. It had only limited visual display for the pilot, as well. The wingless, lifting body aircraft design was initially conceived as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

Space Shuttle Orbiter Approach and Landing Test Evaluation Report. Captive-Active Flight Test Summary

NASA Technical Reports Server (NTRS)

1977-01-01

Captive-active tests consisted of three mated carrier aircraft/Orbiter flights with an active manned Orbiter. The objectives of this series of flights were to (1) verify the separation profile, (2) verify the integrated structure, aerodynamics, and flight control system, (3) verify Orbiter integrated system operations, and (4) refine and finalize carrier aircraft, Orbiter crew, and ground procedures in preparation for free flight tests. A summary description of the flights is presented with assessments of flight test requirements, and of the performance operations, and of significant flight anomalies is included.

Air-to-air radar flight testing

NASA Astrophysics Data System (ADS)

Scott, Randall E.

1988-06-01

This volume in the AGARD Flight Test Techniques Series describes flight test techniques, flight test instrumentation, ground simulation, data reduction and analysis methods used to determine the performance characteristics of a modern air-to-air (a/a) radar system. Following a general coverage of specification requirements, test plans, support requirements, development and operational testing, and management information systems, the report goes into more detailed flight test techniques covering a/a radar capabilities of: detection, manual acquisition, automatic acquisition, tracking a single target, and detection and tracking of multiple targets. There follows a section on additional flight test considerations such as electromagnetic compatibility, electronic countermeasures, displays and controls, degraded and backup modes, radome effects, environmental considerations, and use of testbeds. Other sections cover ground simulation, flight test instrumentation, and data reduction and analysis. The final sections deal with reporting and a discussion of considerations for the future and how they may affect radar flight testing.

Flight Test of the F/A-18 Active Aeroelastic Wing Airplane

NASA Technical Reports Server (NTRS)

Clarke, Robert; Allen, Michael J.; Dibley, Ryan P.; Gera, Joseph; Hodgkinson, John

2005-01-01

Successful flight-testing of the Active Aeroelastic Wing airplane was completed in March 2005. This program, which started in 1996, was a joint activity sponsored by NASA, Air Force Research Laboratory, and industry contractors. The test program contained two flight test phases conducted in early 2003 and early 2005. During the first phase of flight test, aerodynamic models and load models of the wing control surfaces and wing structure were developed. Design teams built new research control laws for the Active Aeroelastic Wing airplane using these flight-validated models; and throughout the final phase of flight test, these new control laws were demonstrated. The control laws were designed to optimize strategies for moving the wing control surfaces to maximize roll rates in the transonic and supersonic flight regimes. Control surface hinge moments and wing loads were constrained to remain within hydraulic and load limits. This paper describes briefly the flight control system architecture as well as the design approach used by Active Aeroelastic Wing project engineers to develop flight control system gains. Additionally, this paper presents flight test techniques and comparison between flight test results and predictions.