Project EGRESS: Earthbound Guaranteed Reentry from Space Station. the Design of an Assured Crew Recovery Vehicle for the Space Station

NASA Technical Reports Server (NTRS)

1990-01-01

Unlike previously designed space-based working environments, the shuttle orbiter servicing the space station will not remain docked the entire time the station is occupied. While an Apollo capsule was permanently available on Skylab, plans for Space Station Freedom call for a shuttle orbiter to be docked at the space station for no more than two weeks four times each year. Consideration of crew safety inspired the design of an Assured Crew Recovery Vehicle (ACRV). A conceptual design of an ACRV was developed. The system allows the escape of one or more crew members from Space Station Freedom in case of emergency. The design of the vehicle addresses propulsion, orbital operations, reentry, landing and recovery, power and communication, and life support. In light of recent modifications in space station design, Project EGRESS (Earthbound Guaranteed ReEntry from Space Station) pays particular attention to its impact on space station operations, interfaces and docking facilities, and maintenance needs. A water-landing medium-lift vehicle was found to best satisfy project goals of simplicity and cost efficiency without sacrificing safety and reliability requirements. One or more seriously injured crew members could be returned to an earth-based health facility with minimal pilot involvement. Since the craft is capable of returning up to five crew members, two such permanently docked vehicles would allow a full evacuation of the space station. The craft could be constructed entirely with available 1990 technology, and launched aboard a shuttle orbiter.

Microbial survival in space shuttle crash

PubMed Central

McLean, Robert J.C.; Welsh, Allana K.; Casasanto, Valerie A.

2011-01-01

A slow growing, heat resistant bacterium, identified by 16S rRNA gene sequencing as Microbispora sp., was recovered from the wreckage of the ill-fated space shuttle Columbia (STS-107). As this organism survived disintegration of the space craft, heat of reentry, and impact, it supports the possibility of a natural mechanism for the interplanetary spread of life by meteorites. PMID:21804644

Space Shuttle Orbiter auxiliary power unit status

NASA Technical Reports Server (NTRS)

Reck, M.; Loken, G.; Horton, J.; Lukens, W.; Scott, W.; Baughman, J.; Bauch, T.

1991-01-01

An overview of the United States Space Shuttle Orbiter APU, which provides power to the Orbiter vehicle hydraulic system, is presented. Three complete APU systems, each with its own separate fuel system, supply power to three dedicated hydraulic systems. These in turn provide power to all Orbiter vehicle critical flight functions including launch, orbit, reentry, and landing. The basic APU logic diagram is presented. The APU includes a hydrazine-powered turbine that drives a hydraulic pump and various accessories through a high-speed gearbox. The APU also features a sophisticated thermal management system designed to ensure safe and reliable operation in the various launch, orbit, reentry, and landing environments.

Assessment of possible environmental effects of space shuttle operations

NASA Technical Reports Server (NTRS)

Cicerone, R. J.; Stedman, D. H.; Stolarski, R. S.; Dingle, A. N.; Cellarius, R. A.

1973-01-01

The potential of shuttle operations to contribute to atmospheric pollution is investigated. Presented in this interim report are results of the study to date on rocket exhaust inventory, exhaust interactions, dispersion of the ground cloud, detection and measurement of hydrochloric acid and aluminum oxide, environmental effects of hydrochloric acid and aluminum oxide, stratospheric effects of shuttle effluents, and mesospheric and ionospheric effects of orbiter reentry. The results indicate space shuttle operation will not result in adverse environmental effects if appropriate launch constraints are met.

Evaluation of coated columbian alloy heat shields for space shuttle thermal protection system application. Volume 1: Phase 1 - Environmental criteria and material characterization, October 1970 - March 1972

NASA Technical Reports Server (NTRS)

Black, W. E.

1972-01-01

The studies presented are directed toward establishing criteria for a niobium alloy thermal protection system for the space shuttle. Evaluation of three niobium alloys and two silicon coatings for heat shield configurations culminated in the selection of two coating/substrate combinations for environmental criteria and material characterization tests. Specimens were exposed to boost and reentry temperatures, pressure, and loads simulating a space shuttle orbiter flight profile.

The effects of bedrest on crew performance during simulated shuttle reentry. Volume 2: Control task performance

NASA Technical Reports Server (NTRS)

Jex, H. R.; Peters, R. A.; Dimarco, R. J.; Allen, R. W.

1974-01-01

A simplified space shuttle reentry simulation performed on the NASA Ames Research Center Centrifuge is described. Anticipating potentially deleterious effects of physiological deconditioning from orbital living (simulated here by 10 days of enforced bedrest) upon a shuttle pilot's ability to manually control his aircraft (should that be necessary in an emergency) a comprehensive battery of measurements was made roughly every 1/2 minute on eight military pilot subjects, over two 20-minute reentry Gz vs. time profiles, one peaking at 2 Gz and the other at 3 Gz. Alternate runs were made without and with g-suits to test the help or interference offered by such protective devices to manual control performance. A very demanding two-axis control task was employed, with a subcritical instability in the pitch axis to force a high attentional demand and a severe loss-of-control penalty. The results show that pilots experienced in high Gz flying can easily handle the shuttle manual control task during 2 Gz or 3 Gz reentry profiles, provided the degree of physiological deconditioning is no more than induced by these 10 days of enforced bedrest.

Predicting Boundary-Layer Transition on Space-Shuttle Re-Entry

NASA Technical Reports Server (NTRS)

Berry, Scott; Horvath, Tom; Merski, Ron; Liechty, Derek; Greene, Frank; Bibb, Karen; Buck, Greg; Hamilton, Harris; Weilmuenster, Jim; Campbell, Chuck;

Space Shuttle Projects

NASA Image and Video Library

1986-01-01

Columbia, which opened the era of the Space Transportation System with four orbital flight tests, is featured in re-entry in the emblem designed by the STS-61C crew representing the seven team members who manned the vehicle for its seventh STS mission. Gold lettering against black background honors the astronaut crewmembers on the delta pattern surrounding colorful re-entry shock waves, and the payload specialists are honored similarly below the sphere

Space shuttle: Verification of transition reentry corridor at high angles of attack and determination of transition aerodynamic characteristics and subsonic aerodynamic characteristics at low angles of attack for the Boeing H-32 booster

NASA Technical Reports Server (NTRS)

Houser, J.; Johnson, L. J.; Oiye, M.; Runciman, W.

1972-01-01

Experimental aerodynamic investigations were made in a transonic wind tunnel on a 1/150-scale model of the Boeing H-32 space shuttle booster configuration. The purpose of the test was: (1) to verify the transonic reentry corridor at high angles of attack; (2) to determine the transonic aerodynamic characteristics; and (3) to determine the subsonic aerodynamic characteristics at low angles of attack. Test variables included configuration buildup, horizontal stabilizer settings of 0 and -20 deg, elevator deflections of 0 and -30 deg, and wing spoiler settings of 60 deg.

Space Shuttle STS-1 SRB damage investigation

NASA Technical Reports Server (NTRS)

Nevins, C. D.

1982-01-01

The physical damage incurred by the solid rocket boosters during reentry on the initial space shuttle flight raised the question of whether the hardware, as designed, would yield the low cost per flight desired. The damage was quantified, the cause determined and specific design changes recommended which would preclude recurrence. Flight data, postflight analyses, and laboratory hardware examinations were used. The resultant findings pointed to two principal causes: failure of the aft skirt thermal curtain at the onset of reentry aerodynamic heating, and overloading of the aft shirt stiffening rings during water impact. Design changes were recommended on both the thermal curtain and the aft skirt structural members to prevent similar damage on future missions.

STS-89 Mission Highlights Resource Tape

NASA Technical Reports Server (NTRS)

1998-01-01

The flight crew of the STS-89 Space Shuttle Orbiter Endeavour, Cmdr. Terrence W. Wilcutt, Pilot Frank Edwards, and Mission Specialists Michael P. Anderson, James F. Reilly, Bonnie J. Dunbar, Salizhan Shakirovich Sharipov, David A. Wolf, and Andrew S.W. Thomas, present an overview of their mission. Images include prelaunch activities such as eating the traditional breakfast, crew suit-up, and the ride out to the launch pad. Also included are various panoramic views of the shuttle on the pad. The crew is readied in the white room' for their mission. After the closing of the hatch and arm retraction, launch activities are shown including countdown, engine ignition, launch, and the separation of the Solid Rocket Boosters (SRBs). Once in orbit, there are various views of the Mir Space Station as the shuttle begins its approach and docks. After the docking the two crews open the entry hatch and greet each other. The astronauts and cosmonauts transfer supplies from the shuttle to Mir. The astronauts prepare for the reentry phase of their mission. Endeavour separates from the Russian Space Station with a gentle push from springs in the docking mechanism that attaches it to the Space Station. The final view shows the crews' preparations for reentry and landing.

An evaluation of three anti-G suit concepts for shuttle reentry

NASA Technical Reports Server (NTRS)

Krutz, R. W., Jr.; Burton, R. R.; Sawin, C. F.

1992-01-01

A study was conducted to compare the standard anti-G launch-entry suit (LES) with a reentry full-coverage anti-G suit (REAGS) and a REAGS without an abdominal bladder (AB). (The inflated AB is the most uncomfortable G-suit component). Intravenous Lasix, a diuretic, was used to induce the fluid loss seen during space flight. Using the Armstrong Laboratory Centrifuge, data collected from seven subjects have shown that less anti-G suit pressure is required to maintain eye-level systolic blood pressure above 70 mmHg when the REAGS or REAGS without AB is worn during simulated shuttle reentry G-profiles when compared to the current LES G-suit. The REAGS without AB was significantly more comfortable than the standard anti-G suit.

Structural Continuum Modeling of Space Shuttle External Tank Foam Insulation

NASA Technical Reports Server (NTRS)

Steeve, Brian; Ayala, Sam; Purlee, T. Eric; Shaw, Phillip

2006-01-01

This document is a viewgraph presentation reporting on work in modeling the foam insulation of the Space Shuttle External Tank. An analytical understanding of foam mechanics is required to design against structural failure. The Space Shuttle External Tank is covered primarily with closed cell foam to: Prevent ice, Protect structure from ascent aerodynamic and engine plume heating, and Delay break-up during re-entry. It is important that the foam does not shed unacceptable debris during ascent environment. Therefore a modeling of the foam insulation was undertaken.

A vehicle health monitoring system for the Space Shuttle Reaction Control System during reentry. M.S. Thesis - Massachusetts Inst. of Technology

NASA Technical Reports Server (NTRS)

Rosello, Anthony David

1995-01-01

A general two tier framework for vehicle health monitoring of Guidance Navigation and Control (GN&C) system actuators, effectors, and propulsion devices is presented. In this context, a top level monitor that estimates jet thrust is designed for the Space Shuttle Reaction Control System (RCS) during the reentry phase of flight. Issues of importance for the use of estimation technologies in vehicle health monitoring are investigated and quantified for the Shuttle RCS demonstration application. These issues include rate of convergence, robustness to unmodeled dynamics, sensor quality, sensor data rates, and information recording objectives. Closed loop simulations indicate that a Kalman filter design is sensitive to modeling error and robust estimators may reduce this sensitivity. Jet plume interaction with the aerodynamic flowfield is shown to be a significant effect adversely impacting the ability to accurately estimate thrust.

STS-104 CDR Lindsey on forward flight deck prior to re-entry

NASA Image and Video Library

2001-07-25

STS104-345-021 (25 July 2001) --- Attired in his shuttle launch and entry suit, astronaut Steven W. Lindsey, STS-104 commander, looks over a procedures checklist at the commander’s station on the forward flight deck of the space shuttle Atlantis.

Nonlinear Transient Thermal Analysis by the Force-Derivative Method

NASA Technical Reports Server (NTRS)

Balakrishnan, Narayani V.; Hou, Gene

1997-01-01

High-speed vehicles such as the Space Shuttle Orbiter must withstand severe aerodynamic heating during reentry through the atmosphere. The Shuttle skin and substructure are constructed primarily of aluminum, which must be protected during reentry with a thermal protection system (TPS) from being overheated beyond the allowable temperature limit, so that the structural integrity is maintained for subsequent flights. High-temperature reusable surface insulation (HRSI), a popular choice of passive insulation system, typically absorbs the incoming radiative or convective heat at its surface and then re-radiates most of it to the atmosphere while conducting the smallest amount possible to the structure by virtue of its low diffusivity. In order to ensure a successful thermal performance of the Shuttle under a prescribed reentry flight profile, a preflight reentry heating thermal analysis of the Shuttle must be done. The surface temperature profile, the transient response of the HRSI interior, and the structural temperatures are all required to evaluate the functioning of the HRSI. Transient temperature distributions which identify the regions of high temperature gradients, are also required to compute the thermal loads for a structural thermal stress analysis. Furthermore, a nonlinear analysis is necessary to account for the temperature-dependent thermal properties of the HRSI as well as to model radiation losses.

Archambault wearing LES in the FD on STS-117 Space Shuttle Atlantis

NASA Image and Video Library

2007-06-21

S117-E-09438 (21 June 2007) --- Attired in his launch and entry garment, astronaut Lee Archambault, STS-117 pilot, appears all ready for re-entry and landing of the Space Shuttle Atlantis, as he signals thumbs-up from the pilot's station on the starboard side of the shuttle's flight deck. Unfortunately, the weather in Florida was not ready, and the crew had to wait until the following day to land. They ultimately landed in California.

The Space Shuttle Columbia Preservation Project - The Debris Loan Process

NASA Technical Reports Server (NTRS)

Thurston, Scott; Comer, Jim; Marder, Arnold; Deacon, Ryan

2005-01-01

The purpose of this project is to provide a process for loan of Columbia debris to qualified researchers and technical educators to: (1) Aid in advanced spacecraft design and flight safety development (2) Advance the study of hypersonic re-entry to enhance ground safety. (3) Train and instruct accident investigators and (4) Establish an enduring legacy for Space Shuttle Columbia and her crew.

In-flight angular alignment of inertial navigation systems by means of radio aids

NASA Technical Reports Server (NTRS)

Tanner, W.

1972-01-01

The principles involved in the angular alignment of the inertial reference by nondirectional data from radio aids are developed and compared with conventional methods of alignment such as gyro-compassing and pendulous vertical determination. The specific problem is considered of the space shuttle reentry and a proposed technique for the alignment of the inertial reference system some time before landing. A description is given of the digital simulation of a transponder interrogation system and of its interaction with the inertial navigation system. Data from reentry simulations are used to demonstrate the effectiveness of in-flight inertial system alignment. Concluding remarks refer to other potential applications such as space shuttle orbit insertion and air navigation of conventional aircraft.

Study of aerodynamic surface control of space shuttle boost and reentry, volume 1

NASA Technical Reports Server (NTRS)

Chang, C. J.; Connor, C. L.; Gill, G. P.

1972-01-01

The optimization technique is described which was used in the study for applying modern optimal control technology to the design of shuttle booster engine reaction control systems and aerodynamic control systems. Complete formulations are presented for both the ascent and reentry portions of the study. These formulations include derivations of the 6D perturbation equations of motion and the process followed in the control and blending law selections. A total hybrid software concept applied to the study is described in detail. Conclusions and recommendations based on the results of the study are included.

Comparisons of three anti-G suit configurations during long duration, low onset, +Gz

NASA Technical Reports Server (NTRS)

Stegmann, B. J.; Krutz, R. W.; Burton, R. R.; Sawin, C. F.

1992-01-01

Little physiologic data exist on the effects of long duration, low onset, hypergravity (+G). Space shuttle crewmembers are subjected to low +G forces (less than +3G) for upwards of 30 minutes during reentry. A similar reentry profile is predicted for the National Aerospace Plane (NASP). The physiologic effects of this acceleration stress are compounded by the loss of body water experienced during microgravity. Currently, a standard 5 bladder anti-G suit is being used during shuttle reentry. There have been complaints of discomfort using this suit, mainly due to the abdominal bladder. This study compared the effectiveness of three anti-G suit configurations in volume depleted subjects during a simulated space shuttle reentry profile. Methods: Seven male subjects were given intravenous Lasix in a dose from 20-40 mg to induce a total body weight loss of 3 plus or minus 1.5 percent. Approximately six hours after the injection, the subjects donned one of three anti-G suits - a standard 5 bladder anti-G suit, an extended coverage anti-G suit (the advanced technology anti-G suit or ATAGS), or an extended coverage anti-G suit without an abdominal bladder (the reentry anti-G suit or REAGS). All subjects were exposed to a simulated space shuttle reentry profile. Non-invasive eye-level blood pressure (ELBP) was monitored throughout the +G exposure. When systolic ELBP dropped below 70 mmHg, the anti-G suit was inflated in 0.5 psig increments to the pressure required to maintain 70 mmHg ELBP. Each subject rode with all three suits. Comparisons were made between the final pressure required in each suit to maintain ELBP and subjective reports of comfort. Results: The mean final suit pressure required to maintain ELBP was 1.1 psi, in both the ATAGS and REAGS versus 1.8 psi in the standard suit. In addition, the subjects rated the REAGS suit highest on the comfort scale, citing the absence of the abdominal bladder as the main reason. Conclusions: Overall, the REAGS suit was the superior anti-G suit during long duration, low onset +G. This is based on its ability to maintain ELBP and still remain comfortable when inflated for prolonged periods of time.

STS-91 Mission Highlights Resource Tape

NASA Technical Reports Server (NTRS)

1998-01-01

The crew STS-91 mission, Cmdr. Charles J. Precourt, Pilot Dominic L. Pudwill Gorie and Mission Specialists Wendy B. Lawrence, Franklin R. Chang-Diaz, Janet L. Kavandi, and Valery Victorovitch Ryumin can be seen performing pre-launch activities such as eating the traditional breakfast, crew suit-up, and the ride out to the launch pad. Also, included are various panoramic views of the shuttle on the pad. The crew is readied in the 'white room' for their mission. After the closing of the hatch and arm retraction, launch activities are shown including countdown, engine ignition, launch, and the separation of the Solid Rocket Boosters. Once in orbit, there are various views of the Mir Space Station as the shuttle begins its approach and docks. After the docking the two crews open the entry hatch and greet each other. The astronauts and cosmonauts transfer supplies from the shuttle to Mir. The astronauts prepare for the reentry phase of their mission. The Shuttle separates from the Russian Space Station with a gentle push from springs in the docking mechanism that attaches it to the Space Station. The final view shows the crews' preparations for reentry and landing.

14 CFR 1215.109 - Scheduling user service.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 5 2011-01-01 2010-01-01 true Scheduling user service. 1215.109 Section 1215.109 Aeronautics and Space NATIONAL AERONAUTICS AND SPACE ADMINISTRATION TRACKING AND DATA RELAY... highest priority: (i) Launch, reentry, landing of the STS Shuttle, or other NASA launches. (ii) NASA...

14 CFR 1215.109 - Scheduling user service.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 5 2012-01-01 2012-01-01 false Scheduling user service. 1215.109 Section 1215.109 Aeronautics and Space NATIONAL AERONAUTICS AND SPACE ADMINISTRATION TRACKING AND DATA RELAY... highest priority: (i) Launch, reentry, landing of the STS Shuttle, or other NASA launches. (ii) NASA...

14 CFR 1215.109 - Scheduling user service.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 5 2010-01-01 2010-01-01 false Scheduling user service. 1215.109 Section 1215.109 Aeronautics and Space NATIONAL AERONAUTICS AND SPACE ADMINISTRATION TRACKING AND DATA RELAY... highest priority: (i) Launch, reentry, landing of the STS Shuttle, or other NASA launches. (ii) NASA...

Flexible Metallic Overwrap Concept Developed for On-Orbit Repair of Space Shuttle Orbiter Leading Edges

NASA Technical Reports Server (NTRS)

Ritzert, Frank J.; Nesbitt, James A.

2005-01-01

The Columbia accident has focused attention on the critical need for on-orbit repair concepts for leading edges in the event that damage is incurred during space shuttle orbiter flight. Damage that is considered as potentially catastrophic for orbiter leading edges ranges from simple cracks to holes as large as 16 in. in diameter. NASA is particularly interested in examining potential solutions for areas of larger damage since such a problem was identified as the cause for the Columbia disaster. One possible idea for the on-orbit repair of the reinforced carbon/carbon (RCC) leading edges is an overwrap concept that would use a metallic sheet flexible enough to conform to the contours of the orbiter and robust enough to protect any problem area from catastrophic failure during reentry. The simplified view of the application of a refractory metal sheet over a mockup of shuttle orbiter panel 9, which experiences the highest temperatures on the shuttle during reentry is shown. The metallic overwrap concept is attractive because of its versatility as well as the ease with which it can be included in an onboard repair kit. Reentry of the orbiter into Earth's atmosphere imposes extreme requirements on repair materials. Temperatures can exceed 1650 C for up to 15 min in the presence of an extremely oxidizing plasma environment. Several other factors are critical, including catalysity, emissivity, and vibrational and aerodynamic loads. Materials chosen for this application will need to be evaluated with respect to high-temperature capability, resistance to oxidation, strength, coefficient of thermal expansion, and thermal conductivity. The temperature profile across panel 9 during reentry as well as a schematic of the overwrap concept itself is shown.

Rescue Shuttle Flight Re-Entry: Controlling Astronaut Thermal Exposure

NASA Technical Reports Server (NTRS)

Gillis, David B.; Hamilton, Douglas; Ilcus, Stana; Stepaniak, Phil; Polk, J. D.; Son, Chang; Bue, Grant

2008-01-01

A rescue mission for the STS-125 Hubble Telescope Repair Mission requires reentry from space with 11 crew members aboard, exceeding past cabin thermal load experience and risking crew thermal stress potentially causing cognitive performance and physiological decrements. The space shuttle crew cabin air revitalization system (ARS) was designed to support a nominal crew complement of 4 to 7 crew and 10 persons in emergencies, all in a shirt-sleeve environment. Subsequent to the addition of full pressure suits with individual cooling units, the ARS cannot maintain a stable temperature in the crew cabin during reentry thermal loads. Bulk cabin thermal models, used for rescue mission planning and analysis of crew cabin air, were unable to accurately represent crew workstation values of air flow, carbon dioxide, and heat content for the middeck. Crew temperature models suggested significantly elevated core temperatures. Planning for an STS-400 potential rescue of seven stranded crew utilized computational fluid dynamics (CFD) models to demonstrate inhomogeneous cabin thermal properties and improve analysis compared to bulk models. In the absence of monitoring of crew temperature, heart rate, metabolic rate and incomplete engineering data on the performance of the integrated cooling garment/cooling unit (ICG/CU) at cabin temperatures above 75 degrees F, related systems & models were reevaluated and tests conducted with humans in the loop. Changes to the cabin ventilation, ICU placement, crew reentry suit-donning procedures, Orbiter Program wave-off policy and post-landing power down and crew extraction were adopted. A second CFD and core temperature model incorporated the proposed changes and confirmed satisfactory cabin temperature, improved air distribution, and estimated core temperatures within safe limits. CONCLUSIONS: These changes in equipment, in-flight and post-landing procedures, and policy were implemented for the STS-400 rescue shuttle & will be implemented in any future rescue flights from the International Space Station of stranded shuttle crews.

Gravity wave and tidal structures between 60 and 140 km inferred from space shuttle reentry data

NASA Technical Reports Server (NTRS)

Fritts, David C.; Wang, Ding-Yi; Blanchard, Robert C.

1993-01-01

This study presents an analysis of density measurements made using high-resolution accelerometers aboard several space shuttles at altitudes from 60 to 140 km during reentry into the earth's atmosphere. The observed density fluctuations are interpreted in terms of gravity waves and tides and provide evidence of the importance of such motions well into the thermosphere. Height profiles of fractional density variance reveal that wave amplitudes increase at a rate consistent with observations at lower levels up to about 90 km. The rate of amplitude growth decreases at greater heights, however, and appears to cease above about 110 km. Wave amplitudes are nevertheless large at these heights and suggest that gravity waves may play an important role in forcing of the lower thermosphere.

Flutter Analysis of the Shuttle Tile Overlay Repair Concept

NASA Technical Reports Server (NTRS)

Bey, Kim S.; Scott, Robert C.; Bartels, Robert E.; Waters, William A.; Chen, Roger

2007-01-01

The Space Shuttle tile overlay repair concept, developed at the NASA Johnson Space Center, is designed for on-orbit installation over an area of damaged tile to permit safe re-entry. The thin flexible plate is placed over the damaged area and secured to tile at discreet points around its perimeter. A series of flutter analyses were performed to determine if the onset of flutter met the required safety margins. Normal vibration modes of the panel, obtained from a simplified structural analysis of the installed concept, were combined with a series of aerodynamic analyses of increasing levels of fidelity in terms of modeling the flow physics to determine the onset of flutter. Results from these analyses indicate that it is unlikely that the overlay installed at body point 1800 will flutter during re-entry.

Simulation of Shuttle launch G forces and acoustic loads using the NASA Ames Research Center 20G centrifuge

NASA Technical Reports Server (NTRS)

Shaw, T. L.; Corliss, J. M.; Gundo, D. P.; Mulenburg, G. M.; Breit, G. A.; Griffith, J. B.

1994-01-01

The high cost and long times required to develop research packages for space flight can often be offset by using ground test techniques. This paper describes a space shuttle launch and reentry simulating using the NASA Ames Research Center's 20G centrifuge facility. The combined G-forces and acoustic environment during shuttle launch and landing were simulated to evaluate the effect on a payload of laboratory rates. The launch G force and acoustic profiles are matched to actual shuttle launch data to produce the required G-forces and acoustic spectrum in the centrifuge test cab where the rats were caged on a free-swinging platform. For reentry, only G force is simulated as the aero-acoustic noise is insignificant compared to that during launch. The shuttle G-force profiles of launch and landing are achieved by programming the centrifuge drive computer to continuously adjust centrifuge rotational speed to obtain the correct launch and landing G forces. The shuttle launch acoustic environment is simulated using a high-power, low-frequency audio system. Accelerometer data from STS-56 and microphone data from STS-1 through STS-5 are used as baselines for the simulations. This paper provides a description of the test setup and the results of the simulation with recommendations for follow-on simulations.

Flow-field measurements in the windward surface shock layer of space shuttle orbiter configurations at Mach number 8. [wind tunnel tests of scale models

NASA Technical Reports Server (NTRS)

Martindale, W. R.; Carter, L. D.

1975-01-01

Pitot pressure and total-temperature measurements were made in the windward surface shock layer of two 0.0175-scale space shuttle orbiter models at simulated re-entry conditions. Corresponding surface static pressure measurements were also made. Flow properties at the edge of the model boundary layer were derived from these measurements and compared with values calculated using conventional methods.

Thermal-Structural Evaluation of TD Ni-20Cr Thermal Protection System Panels

NASA Technical Reports Server (NTRS)

Eidinoff, H. L.; Rose, L.

1974-01-01

The results of a thermal-structural test program to verify the performance of a metallic/radiative Thermal Protection System (TPS) under reentry conditions are presented. This TPS panel is suitable for multiple reentry, high L/D space vehicles, such as the NASA space shuttle, having surface temperatures up to 1200 C (2200 F). The TPS panel tested consists of a corrugation-stiffened, beaded-skin TD Ni-20Cr metallic heat shield backed by a flexible fibrous quartz and radiative shield insulative system. Test conditions simulated the critical heating and aerodynamic pressure environments expected during 100 repeated missions of a reentry vehicle. Temperatures were measured during each reentry cycle; heat-shield flatness surveys to measure permanent set of the metallic components were made every 10 cycles. The TPS panel, in spite of localized surface failures, performed its designated function.

A Compilation of Space Shuttle Sonic Boom Measurements

NASA Technical Reports Server (NTRS)

Maglieri, Domenic J.; Henderson, Herbert R.; Massey, Steven J.; Stansbery, Eugene G.

2011-01-01

Sonic boom measurements have been obtained on 26 flights of the Space Shuttle system beginning with the launch of STS-1 on April 12, 1981, to the reentry-descent of STS-41 into EAFB on Oct. 10, 1990. A total of 23 boom measurements were acquired within the focus region off the Florida coast during 3 STS launch-ascents and 113 boom measurements were acquired during 23 STS reentry-descent to landing into Florida and California. Sonic boom measurements were made under, and lateral to, the vehicle ground track and cover the Mach-altitude range of about 1.3 to 23 and 54,000 feet to 243,000 feet, respectively. Vehicle operational data, flight profiles and weather data were also gathered during the flights. This STS boom database is contained in 26 documents, some are formal and referenceable but most internal documents. Another 38 documents, also non-referenceable, contain predicted sonic boom footprints for reentry-descent flights on which no measurements were made. The purpose of this report is to provide an overview of the STS sonic boom database and summarize the main findings.

Thermographic Imaging of the Space Shuttle During Re-Entry Using a Near Infrared Sensor

NASA Technical Reports Server (NTRS)

Zalameda, Joseph N.; Horvath, Thomas J.; Kerns, Robbie V.; Burke, Eric R.; Taylor, Jeff C.; Spisz, Tom; Gibson, David M.; Shea, Edward J.; Mercer, C. David; Schwartz, Richard J.;

Preliminary risk assessment for nuclear waste disposal in space, volume 2

NASA Technical Reports Server (NTRS)

Rice, E. E.; Denning, R. S.; Friedlander, A. L.

1982-01-01

Safety guidelines are presented. Waste form, waste processing and payload fabrication facilities, shipping casks and ground transport vehicles, payload primary container/core, radiation shield, reentry systems, launch site facilities, uprooted space shuttle launch vehicle, Earth packing orbits, orbit transfer systems, and space destination are discussed. Disposed concepts and risks are then discussed.

Aeronautics and Space Highlights [1979 Highlights

NASA Technical Reports Server (NTRS)

1979-01-01

The videotape includes footage of the following: Voyagers to Jupiter, Pioneer to Saturn, High Energy Astronomy Observatory, space telescope, space shuttle, astronauts Young and Crippen, 10th anniversary of Apollo 11, Skylab reentry, Landsat, satellite freeze warning, Fire Fighting Module, SAGE, wind generators, Solar Energy Project, electric car research, XV-15, HiMAT, and crash worthiness tests.

Heat transfer tests on a 0.01-scale Rockwell configuration 3 space shuttle orbiter and tank (37-OT) in the Calspan 48-inch hypersonic shock tunnel (OH12/IH21), volume 1

NASA Technical Reports Server (NTRS)

Kotch, M.

1975-01-01

Model information and data are presented from wind tunnel tests conducted on 0.01-scale models of the space shuttle orbiter and external tank. These tests were conducted in a hypersonic shock tunnel to determine heating rates on ascent and reentry configurations at various Reynolds numbers, Mach numbers, and angles of attack.

Design and fabrication of metallic thermal protection systems for aerospace vehicles

NASA Technical Reports Server (NTRS)

Varisco, A.; Bell, P.; Wolter, W.

1978-01-01

A program was conducted to develop a lightweight, efficient metallic thermal protection system (TPS) for application to future shuttle-type reentry vehicles, advanced space transports, and hypersonic cruise vehicles. Technical requirements were generally derived from the space shuttle. A corrugation-stiffened beaded-skin TPS design was used as a baseline. The system was updated and modified to incorporate the latest technology developments and design criteria. The primary objective was to minimize mass for the total system.

Improving the breed - Shuttle development

NASA Technical Reports Server (NTRS)

Brand, V.

1985-01-01

An evaluation is made of design improvements that have been made to the Space Shuttle System, and the performance gains obtained; the most important of these stem from efforts to refine procedures for rendezvous with stricken satellites, in order to repair them. Ascent performance has been improved through Space Shuttle Main Engine thrust improvements and external tank weight reductions. On-orbit living convenience has been enhanced by the addition of small sleeping compartments and a galley. Greater flexibility has been obtained for reentry and landing maneuvers. Attention is given to problems which continue to be posed by the thermal protection tiles.

Space Shuttle Orbiter auxiliary power unit

NASA Technical Reports Server (NTRS)

Mckenna, R.; Wicklund, L.; Baughman, J.; Weary, D.

1982-01-01

The Space Shuttle Orbiter auxiliary power units (APUs) provide hydraulic power for the Orbiter vehicle control surfaces (rudder/speed brake, body flap, and elevon actuation systems), main engine gimbaling during ascent, landing gear deployment and steering and braking during landing. Operation occurs during launch/ascent, in-space exercise, reentry/descent, and landing/rollout. Operational effectiveness of the APU is predicated on reliable, failure-free operation during each flight, mission life (reusability) and serviceability between flights (turnaround). Along with the accumulating flight data base, the status and results of efforts to achieve these long-run objectives is presented.

Payload Specialist Gregory T. Linteris

NASA Technical Reports Server (NTRS)

1997-01-01

KENNEDY SPACE CENTER, FLA. -- STS-83 Payload Specialist Gregory T. Linteris chats with white room closeout crew members as he prepares to enter the Space Shuttle Columbia at Launch Pad 39A. Closeout crew workers Max Kandler (second from right) and Bob Saulnier wait to assist Linteris with his ascent/reentry suit.

STS-89 Mission Specialist Andrew Thomas in White Room

NASA Technical Reports Server (NTRS)

1998-01-01

STS-89 Mission Specialist Andrew Thomas, Ph.D., is assisted with his ascent and re-entry flight suit in the white room at Launch Pad 39A before entering Space Shuttle Endeavour for launch. The STS-89 mission will be the eighth docking of the Space Shuttle with the Russian Space Station Mir. After docking, Thomas will transfer to the space station, succeeding David Wolf, M.D., who will return to Earth aboard Endeavour. Dr. Thomas will live and work on Mir until June. STS-89 is scheduled for a Jan. 22 liftoff at 9:48 p.m.

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.

Development of advanced materials composites for use as insulations for LH2 tanks

NASA Technical Reports Server (NTRS)

Lemons, C. R.; Salmassy, O. K.

1973-01-01

A study of thread-reinforced polyurethane foam and glass fabric liner, serving as internally bonded insulation for space shuttle LH2 tanks, is reported. Emphasis was placed on an insulation system capable of reentry and multiple reuse in the shuttle environment. The optimized manufacturing parameters associated with each element of the composite are established and the results, showing successful completion of subscale system evaluation tests using the shuttle flight environmental requirements, are given.

Effects of Control Hysteresis on the Space Shuttle Orbiter's Entry. M.S. Thesis - George Washington Univ.

NASA Technical Reports Server (NTRS)

Powell, R. W.

1975-01-01

There are six degree-of-freedom simulations of the space shuttle orbiter entry with aerodynamic control hysteresis conducted on the NASA Langley Research Center interactive simulator known as the Automatic Reentry Flight Dynamics Simulator. These were performed to determine if the presence of aerodynamic control hysteresis would endanger the mission, either by making the vehicle unable to maintain proper attitude for a safe entry, or by increasing the amount of the reaction control system's fuel consumption beyond that carried.

KSC-03pd0360

NASA Image and Video Library

2003-02-12

KENNEDY SPACE CENTER, FLA. - Retired Navy Admiral Harold W. Gehman Jr. (second from right), chairman of the Columbia Accident Investigation Board, visits the Thermal Protection System shop and is briefed by Martin Wilson (left), the shop manager. Gehman and other members of the board are visiting sites at KSC to become familiar with the Shuttle launch process. The independent board is charged with determining what caused the destruction of the Space Shuttle Columbia and the loss of its seven-member crew on Feb. 1 during reentry.

KSC-03pd0362

NASA Image and Video Library

2003-02-12

KENNEDY SPACE CENTER, FLA. - Retired Navy Admiral Harold W. Gehman Jr. (third from left), chairman of the Columbia Accident Investigation Board, visits the Thermal Protection System shop and is briefed by Martin Wilson (second from left), the shop manager. Gehman and other members of the board are visiting sites at KSC to become familiar with the Shuttle launch process. The independent board is charged with determining what caused the destruction of the Space Shuttle Columbia and the loss of its seven-member crew on Feb. 1 during reentry.

KSC-03pd0359

NASA Image and Video Library

2003-02-12

KENNEDY SPACE CENTER, FLA. - Retired Navy Admiral Harold W. Gehman Jr. (second from left), chairman of the Columbia Accident Investigation Board, visits the Thermal Protection System shop and is briefed by Martin Wilson (second from right), the shop manager. Gehman and other members of the board are visiting sites at KSC to become familiar with the Shuttle launch process. The independent board is charged with determining what caused the destruction of the Space Shuttle Columbia and the loss of its seven-member crew on Feb. 1 during reentry.

KSC-03pd0358

NASA Image and Video Library

2003-02-12

KENNEDY SPACE CENTER, FLA. - Retired Navy Admiral Harold W. Gehman Jr. (left), chairman of the Columbia Accident Investigation Board, visits the Thermal Protection System shop and is briefed by Martin Wilson (right), the shop manager. Gehman and other members of the board are visiting sites at KSC to become familiar with the Shuttle launch process. The independent board is charged with determining what caused the destruction of the Space Shuttle Columbia and the loss of its seven-member crew on Feb. 1 during reentry.

KSC-03pd0361

NASA Image and Video Library

2003-02-12

KENNEDY SPACE CENTER, FLA. - Retired Navy Admiral Harold W. Gehman Jr. (center), chairman of the Columbia Accident Investigation Board, visits the Thermal Protection System shop and is briefed by Martin Wilson (pointing), the shop manager. Gehman and other members of the board are visiting sites at KSC to become familiar with the Shuttle launch process. The independent board is charged with determining what caused the destruction of the Space Shuttle Columbia and the loss of its seven-member crew on Feb. 1 during reentry.

Remote Infrared Imaging of the Space Shuttle During Hypersonic Flight: HYTHIRM Mission Operations and Coordination

NASA Technical Reports Server (NTRS)

Schwartz, Richard J.; McCrea, Andrew C.; Gruber, Jennifer R.; Hensley, Doyle W.; Verstynen, Harry A.; Oram, Timothy D.; Berger, Karen T.; Splinter, Scott C.; Horvath, Thomas J.; Kerns, Robert V.

2011-01-01

The Hypersonic Thermodynamic Infrared Measurements (HYTHIRM) project has been responsible for obtaining spatially resolved, scientifically calibrated in-flight thermal imagery of the Space Shuttle Orbiter during reentry. Starting with STS-119 in March of 2009 and continuing through to the majority of final flights of the Space Shuttle, the HYTHIRM team has to date deployed during seven Shuttle missions with a mix of airborne and ground based imaging platforms. Each deployment of the HYTHIRM team has resulted in obtaining imagery suitable for processing and comparison with computational models and wind tunnel data at Mach numbers ranging from over 18 to under Mach 5. This paper will discuss the detailed mission planning and coordination with the NASA Johnson Space Center Mission Control Center that the HYTHIRM team undergoes to prepare for and execute each mission.

Space shuttle guidance, navigation, and control design equations. Volume 3: Guidance

NASA Technical Reports Server (NTRS)

1973-01-01

Space shuttle guidance, navigation, and control design equations are presented. The space-shuttle mission includes three relatively distinct guidance phases which are discussed; atmospheric boost, which is characterized by an adaptive guidance law; extra-atmospheric activities; and re-entry activities, where aerodynamic surfaces are the principal effectors. Guidance tasks include pre-maneuver targeting and powered flight guidance, where powered flight is defined to include the application of aerodynamic forces as well as thruster forces. A flow chart which follows guidance activities throughout the mission from the pre-launch phase through touchdown is presented. The main guidance programs and subroutines used in each phase of a typical rendezvous mission are listed. Detailed software requirements are also presented.

Midodrine as a Countermeasure to Orthostatic Hypotension Immediately After Space Shuttle Landing

NASA Technical Reports Server (NTRS)

Platts, Steven H.; Stenger, Michael B.; Ribeiro, L. Christine; Lee, Stuart M. C.

2010-01-01

Midodrine prevents post-space flight orthostatic intolerance when testing is conducted in a controlled laboratory setting within 2-4 hours after Space Shuttle landing. It is unknown if midodrine is as effective during re-entry and immediately following landing. METHODS: Cardiovascular responses to 10 minutes of 80 head-up tilt in five male astronauts were compared before and immediately after Space Shuttle missions. Preflight tests were conducted in the Johnson Space Center Cardiovascular Laboratory without midodrine. Post-flight testing was performed in the Crew Transport Vehicle on the Space Shuttle runway within 60 minutes of landing; midodrine was self-administered before re-entry. Survival analysis was performed (Gehan-Breslow test) to compare presyncope rates pre- to post-flight. Cardiovascular responses (last minute standing minus supine) to tilt before and after space flight were compared using paired t-tests. RESULTS: Midodrine did not prevent post-flight orthostatic hypotension in two of the five astronauts, but the rate of presyncope across the group did not increase (p=0.17) from pre- to post-flight. Also, although the change in heart rate from supine to the last minute of standing was not affected by space flight, systolic blood pressure decreased more (p=0.05) and diastolic blood pressure tended to decrease (p=0.08) after space flight. CONCLUSIONS: Accurate interpretation of the current results requires that similar data be collected in control subjects (without midodrine) on the CTV. However, drug interaction concerns with commonly used anti-emetics and potentiation of prolonged QTc intervals observed in long duration astronauts make the routine use of midodrine for immediate post-flight orthostatic hypotension unlikely. 2

Development of a closed pore insulation material

NASA Technical Reports Server (NTRS)

Tobin, A.; Feldman, C.; Russak, M.; Reichman, J.

1973-01-01

A closed pore ceramic foam insulation material (CPI) has been developed that offers possibilities for use as a reusable external heat shield for the NASA manned space shuttle. The outstanding characteristics of CPI are: (1) negligible water absorption due to a noninterconnecting network of cells; (2) high emittance at room and elevated temperature; (3) ability to survive at least 10 simulated reentry cycles to 1500 K using radiant heat lamps to simulate the reentry heat fluxes; (4) ability to survive, with no change in properties or appearance, at least 10 simulated plasma arc jet cycles to 1500 K (with the exception of some stress cracks induced either by the unduly severe nature of the initial arc splash heating pulse or by improper mechanical holding of the specimen in the test fixture); (5) strength (flexure); and (6) a low thermal conductivity throughout the temperature range of interest for the space shuttle.

Fused slurry silicide coatings for columbium alloys reentry heat shields. Volume 1: Evaluation analysis

NASA Technical Reports Server (NTRS)

Fitzgerald, B.

1973-01-01

The R-512E (Si-20Cr-20Fe) fused slurry silicide coating process was optimized to coat full size (20in x 20in) single face rib and corrugation stiffened panels fabricated from FS-85 columbium alloy for 100 mission space shuttle heat shield applications. Structural life under simulated space shuttle lift-off stresses and reentry conditions demonstrated reuse capability well beyond 100 flights for R-512E coated FS-85 columbium heat shield panels. Demonstrated coating damage tolerance showed no immediate structural failure on exposure. The FS-85 columbium alloy was selected from five candidate alloys (Cb-752, C-129Y, WC-3015, B-66 and FS-85) based on the evaluation tests which have designed to determine: (1) change in material properties due to coating and reuse; (2) alloy tolerance to coating damage; (3) coating emittance characteristics under reuse conditions; and (4) new coating chemistries for improved coating life.

Adjustable high emittance gap filler. [reentry shielding for space shuttle vehicles

NASA Technical Reports Server (NTRS)

Leiser, D. B.; Stewart, D. A.; Smith, M.; Estrella, C. A.; Goldstein, H. E. (Inventor)

1981-01-01

A flexible, adjustable refractory filler is disclosed for filling gaps between ceramic tiles forming the heat shield of a space shuttle vehicle, to protect its aluminum skin during atmospheric reentry. The easily installed and replaced filler consists essentially of a strip of ceramic cloth coated, at least along both its longitudinal edges with a room temperature vulcanizable silicone rubber compound with a high emittance colored pigment. The filler may have one or more layers as the gap width requires. Preferred materials are basket weave aluminoborosilicate cloth, and a rubber compounded with silicon tetraboride as the emittance agent and finely divided borosilicate glass containing about 7.5% B2O3 as high temperature binder. The filler cloth strip or tape is cut to proper width and length, inserted into the gap, and fastened with previously applied drops of silicone rubber adhesive.

An experimental summary of plasma arc exposures of space shuttle high-temperature reusable surface insulation tile array with a single missing tile (conducted at the Ames Research Center)

NASA Technical Reports Server (NTRS)

Galanter, S. A.

1975-01-01

A space shuttle high temperature reusable surface insulation (HRSI) tile array with a single missing or lost tile was exposed to a hot gas simulated reentry environment to investigate the heating conditions in and around the vicinity of the missing HRSI tile. Heat flux and pressure data for the lost tile condition were obtained by the use of a water cooled lost tile calibration model. The maximum aluminum substrate temperature obtained during the simulated reentry was 128 C (263 F). The lost tile calibration data indicated a maximum heat flux in the lost tile cavity region of 63 percent of the upstream reference value. This test was conducted at the Ames Research Center in the 20 MW semielliptical thermal protection system (TPS) pilot plasma arc test facility.

Crystallographic Oxide Phase Identification of Char Deposits Obtained from Space Shuttle Columbia Window Debris

NASA Technical Reports Server (NTRS)

Olivas, J. D.; Wright, M. C.; Christoffersen, R.; Cone, D. M.; McDanels, S. J.

2009-01-01

Analyzing the remains of Space Shuttle Columbia has proven technically beneficial years after the vehicle breakup. This investigation focused on charred deposits on fragments of Columbia overhead windowpanes. Results were unexpected relative to the engineering understanding of material performance in a reentry environment. The TEM analysis demonstrated that the oxides of aluminum and titanium mixed with silicon oxides to preserve a history of thermal conditions to which portions of the vehicle were exposed. The presence of Ti during the beginning of the deposition process, along with the thermodynamic phase precipitation upon cool down, indicate that temperatures well above the Ti melt point were experienced. The stratified observations implied that additional exothermic reaction, expectedly metal combustion of a Ti structure, had to be present for oxide formation. Results are significant for aerospace vehicles where thermal protection system (TPS) breaches cause substructures to be in direct path with the reentry plasma. 1

Analysis of SRB reentry acoustic environments. [aeroacoustic spectra determined from wind tunnel tests

NASA Technical Reports Server (NTRS)

Coffin, T.; Dandridge, R. E.; Haddock, U. W.

1979-01-01

Space shuttle solid rocket booster reentry aeroacoustic environments were estimated. Particular emphasis was given to the aft skirt/exit plane region for the Mach number regime 0.6 = or greater than M infinity = or less than 3.5. The analysis is based on the evaluation of wind tunnel model results in conjunction with Monte Carlo simulation of trajectory parameters. The experimental approach is described as well as the evaluation process utilized. Predicted environments are presented in terms of one-third octave band spectra representing space averaged values for critical regions on the solid rocket booster.

Reentry trajectories of a space glider, taking acceleration and heating constraints into account

NASA Astrophysics Data System (ADS)

Strauss, Adi

1988-03-01

Three-dimensional trajectories for aerodynamically controlled reentry of an unpowered Space Shuttle-type vehicle from equatorial orbit are investigated analytically, summarizing the results obtained in the author's thesis (Strauss, 1987). Computer programs constructed on the basis of the governing equations of Chern and Yang (1982) and Chern and Vinh (1980) in modified dimensionless Chapman variables are used to optimize the roll angle and lift coefficient of the trajectories. Typical results are presented in graphs and maps and shown to be in good agreement with AVION SPATIAL predictions for the ESA Hermes spacecraft.

KSC-2012-1066

NASA Image and Video Library

2012-01-18

CAPE CANAVERAL, Fla. -- The stylized shape of the new home for Atlantis at the Kennedy Space Center Visitor Complex incorporates hues of orange and gold to represent both the heat and the bright colors of re-entry. Special gray-colored tiling has been incorporated into the building's design to represent the space shuttle tiles that protected the orbiter from the heat of re-entry. A groundbreaking ceremony for the future home of Atlantis was held Jan. 18. For more information on this and other exhibits at the visitor complex, go to http://www.kennedyspacecenter.com. Artist rendering courtesy of PGAV Destinations for Delaware North Parks & Resorts

The disposal of nuclear waste in space

NASA Technical Reports Server (NTRS)

Burns, R. E.

1978-01-01

The important problem of disposal of nuclear waste in space is addressed. A prior study proposed carrying only actinide wastes to space, but the present study assumes that all actinides and all fission products are to be carried to space. It is shown that nuclear waste in the calcine (oxide) form can be packaged in a container designed to provide thermal control, radiation shielding, mechanical containment, and an abort reentry thermal protection system. This package can be transported to orbit via the Space Shuttle. A second Space Shuttle delivers an oxygen-hydrogen orbit transfer vehicle to a rendezvous compatible orbit and the mated OTV and waste package are sent to the preferred destination. Preferred locations are either a lunar crater or a solar orbit. Shuttle traffic densities (which vary in time) are given and the safety of space disposal of wastes discussed.

A study of RSI under combined stresses

NASA Technical Reports Server (NTRS)

Kibler, J. J.; Rosen, B. W.

1974-01-01

The behavior of typical rigidized surface insulation material (RSI) under combined loading states was investigated. In particular, the thermal stress states induced during reentry of the space shuttle were of prime concern. A typical RSI tile was analyzed for reentry thermal stresses under computed thermal gradients for a model of the RSI material. The results of the thermal stress analyses were then used to aid in defining typical combined stress states for the failure analysis of RSI.

A spectroscopic experimental and computer-assisted empirical model for the production and energetics of excited oxygen molecules formed by atom recombination on shuttle tile surfaces

NASA Technical Reports Server (NTRS)

Owan, D. A.

1981-01-01

A visible emission spectroscopic method was developed. The amounts of excited singlet and triplet oxygen molecules produced by recombination on the Space Shuttle Orbiter thermal protective tiles at elevated temperatures are determined. Rate constants and energetics of the extremely exothermic reaction are evaluated in terms of a chemical and mathematical model. Implications for potential contribution to Shuttle surface reentry heating fluxes are outlined.

ARC-2007-ACD07-0184-003

NASA Image and Video Library

2007-09-26

From left: Data Parallel Line Relaxation (DPLR) software team members Kerry Trumble, Deepak Bose and David Hash analyze and predict the extreme environments NASA's space shuttle experiences during its super high-speed reentry into Earth’s atmosphere.

Hypothetical Reentry Thermostructural Performance of Space Shuttle Orbiter With Missing or Eroded Thermal Protection Tiles

NASA Technical Reports Server (NTRS)

Ko, William L.; Gong, Leslie; Quinn, Robert D.

2004-01-01

This report deals with hypothetical reentry thermostructural performance of the Space Shuttle orbiter with missing or eroded thermal protection system (TPS) tiles. The original STS-5 heating (normal transition at 1100 sec) and the modified STS-5 heating (premature transition at 800 sec) were used as reentry heat inputs. The TPS missing or eroded site is assumed to be located at the center or corner (spar-rib juncture) of the lower surface of wing midspan bay 3. For cases of missing TPS tiles, under the original STS-5 heating, the orbiter can afford to lose only one TPS tile at the center or two TPS tiles at the corner (spar-rib juncture) of the lower surface of wing midspan bay 3. Under modified STS-5 heating, the orbiter cannot afford to lose even one TPS tile at the center or at the corner of the lower surface of wing midspan bay 3. For cases of eroded TPS tiles, the aluminum skin temperature rises relatively slowly with the decreasing thickness of the eroded central or corner TPS tile until most of the TPS tile is eroded away, and then increases exponentially toward the missing tile case.

Simulation of launch and re-entry acceleration profiles for testing of shuttle and unmanned microgravity research payloads

NASA Astrophysics Data System (ADS)

Cassanto, J. M.; Ziserman, H. I.; Chapman, D. K.; Korszun, Z. R.; Todd, P.

Microgravity experiments designed for execution in Get-Away Special canisters, Hitchhiker modules, and Reusable Re-entry Satellites will be subjected to launch and re-entry accelerations. Crew-dependent provisions for preventing acceleration damage to equipment or products will not be available for these payloads during flight; therefore, the effects of launch and re-entry accelerations on all aspects of such payloads must be evaluated prior to flight. A procedure was developed for conveniently simulating the launch and re-entry acceleration profiles of the Space Shuttle (3.3 and 1.7 × g maximum, respectively) and of two versions of NASA's proposed materials research Re-usable Re-entry Satellite (8 × g maximum in one case and 4 × g in the other). By using the 7 m centrifuge of the Gravitational Plant Physiology Laboratory in Philadelphia it was found possible to simulate the time dependence of these 5 different acceleration episodes for payload masses up to 59 kg. A commercial low-cost payload device, the “Materials Dispersion Apparatus” of Instrumentation Technology Associates was tested for (1) integrity of mechanical function, (2) retention of fluid in its compartments, and (3) integrity of products under simulated re-entry g-loads. In particular, the sharp rise from 1 g to maximum g-loading that occurs during re-entry in various unmanned vehicles was successfully simulated, conditions were established for reliable functioning of the MDA, and crystals of 5 proteins suspended in compartments filled with mother liquor were subjected to this acceleration load.

KSC-05pd2602

NASA Image and Video Library

2005-12-14

KENNEDY SPACE CENTER, FLA. -- United Space Alliance technician Dell Chapman installs the gap filler between tiles on the orbiter Discovery, which is being processed in Orbiter Processing Facility Bay 3 at NASA’s Kennedy Space Center. This work is being performed due to two gap fillers that were protruding from the underside of Discovery on the first Return to Flight mission, STS-114. New installation procedures have been developed to ensure the gap fillers stay in place and do not pose any hazard during the shuttle's re-entry to the atmosphere. Discovery is the scheduled orbiter for the second space shuttle mission in the return-to-flight sequence.

KSC-05pd2601

NASA Image and Video Library

2005-12-14

KENNEDY SPACE CENTER, FLA. -- United Space Alliance technician Dell Chapman applies the Teflon-coated fabric to the gap filler before installation on the orbiter Discovery, which is being processed in Orbiter Processing Facility Bay 3 at NASA’s Kennedy Space Center. This work is being performed due to two gap fillers that were protruding from the underside of Discovery on the first Return to Flight mission, STS-114. New installation procedures have been developed to ensure the gap fillers stay in place and do not pose any hazard during the shuttle's re-entry to the atmosphere. Discovery is the scheduled orbiter for the second space shuttle mission in the return-to-flight sequence.

Monopropellant engine investigation for space shuttle reaction control system, volume 1

NASA Technical Reports Server (NTRS)

1975-01-01

The results are presented of an investigation to determine the capability of a monopropellant hydrazine thruster to meet the requirements specified for the space shuttle reaction control system (RCS). Of those requirements, the major concern was whether the 100,000 seconds life could be achieved at thrust levels within the specified range. Although burn times in excess of 200,000 seconds have been demonstrated at low thrust levels, the corresponding total impulse values have been substantially lower than that required for the space shuttle RCS. Two other areas of concern, involving the catalyst, were: (1) the effects of the relatively high vehicle vibration levels on catalyst attrition and (2) the effect of exposure of the catalyst to air during atmospheric reentry of the vehicle.

Space Debris Alert System for Aviation

NASA Astrophysics Data System (ADS)

Sgobba, Tommaso

2013-09-01

Despite increasing efforts to accurately predict space debris re-entry, the exact time and location of re-entry is still very uncertain. Partially, this is due to a skipping effect uncontrolled spacecraft may experience as they enter the atmosphere at a shallow angle. Such effect difficult to model depends on atmospheric variations of density. When the bouncing off ends and atmospheric re-entry starts, the trajectory and the overall location of surviving fragments can be precisely predicted but the time to impact with ground, or to reach the airspace, becomes very short.Different is the case of a functional space system performing controlled re-entry. Suitable forecasts methods are available to clear air and maritime traffic from hazard areas (so-called traffic segregation).In US, following the Space Shuttle Columbia accident in 2003, a re-entry hazard areas location forecast system was putted in place for the specific case of major malfunction of a Reusable Launch Vehicles (RLV) at re-entry. The Shuttle Hazard Area to Aircraft Calculator (SHAAC) is a system based on ground equipment and software analyses and prediction tools, which require trained personnel and close coordination between the organization responsible for RLV operation (NASA for Shuttle) and the Federal Aviation Administration. The system very much relies on the operator's capability to determine that a major malfunction has occurred.This paper presents a US pending patent by the European Space Agency, which consists of a "smart fragment" using a GPS localizer together with pre- computed debris footprint area and direct broadcasting of such hazard areas.The risk for aviation from falling debris is very remote but catastrophic. Suspending flight over vast swath of airspace for every re-entering spacecraft or rocket upper stage, which is a weekly occurrence, would be extremely costly and disruptive.The Re-entry Direct Broadcasting Alert System (R- DBAS) is an original merging and evolution of the Re- entry Breakup Recorder (REBR) concept developed by The Aerospace Corporation, often called the black box of spacecraft, and of the Shuttle Hazard Area to Aircraft Calculator (SHAAC). Unlike the REBR, whichdownloads data via satellite link for later analysis, the R-DBAS is intended as a direct communication tool with the end user. As a spacecraft carrying R-DBAS re- enters into the atmosphere, it relays a message with the coordinates of the falling debris footprint area to anyone with a receiver and a display like laptop or iPad, warning them of the hazard.Much like the REBR, the R-DBAS is designed to release from its host vehicle when it experiences significant heat which melts the attachment point and closes the power circuit. Once activated, the R-DBAS determines its own location and computes the final coordinates of the preloaded debris footprint which is then broadcasted to anyone holding a receiver in the proximity of the hazard area.The R-DBAS is intended to provide precise information directly to the cockpit. An airplane would have about 5- 7 minutes to get out of the way. Being the hazard area 1,000-2000 km long but very narrow, 30 -70 km, an escape manoeuvre from the risky area can be readily performed or go on holding before crossing the hazard area.By equipping aircraft and other vulnerable systems with a simple receivers that can be attached to a common laptop, escape manoeuvres can be performed as in front of bad weather or shelter can be taken by people on ground.

Water-Repellency Probe

NASA Technical Reports Server (NTRS)

Rosen, Charles D.; Mitchell, Shirley M.; Jolly, Stanley R.; Jackson, Richard G.; Fleming, Scott T.; Roberts, William J.; Bell, Daniel R., III

1996-01-01

Instrument yielding presence or absence of waterproofing agent at any given depth in blanket developed. In original application, blankets in question part of space shuttle thermal protection system. Instrument utilized to determine extent of waterproofing "burnout" due to re-entry heating and adverse environment exposure.

KSC-97PC1215

NASA Image and Video Library

1997-08-07

STS-85 Payload Commander N. Jan Davis is assisted with her ascent/reentry flight suit by white room closeout crew members Dave Law (left) and Jack Burritt at Launch Pad 39A before she enters the crew cabin of the Space Shuttle orbiter Discovery

Coatings for aircraft gas turbine engines and space shuttle heat shields: A review of Lewis Research Center programs

NASA Technical Reports Server (NTRS)

Grisaffe, S. J.; Merutka, J. P.

1972-01-01

The status of several coating programs is reviewed. These include efforts on protecting aircraft gas turbine engine materials from oxidation/corrosion and on protecting refractory metal reentry heat shields from oxidation.

KSC-97PC1211

NASA Image and Video Library

1997-08-07

STS-85 Commander Curtis L. Brown, Jr. is assisted with his ascent/reentry flight suit by white room closeout crew members Jean Alexander (left) and Chris Meinert at Launch Pad 39A before he enters the crew cabin of the Space Shuttle orbiter Discovery

KSC-08pd1161

NASA Image and Video Library

2008-05-06

CAPE CANAVERAL, Fla. -- Back at the NASA Kennedy Space Center Shuttle Landing Facility, STS-124 Pilot Ken Ham is happy with the successful space shuttle landing practice aboard NASA's Shuttle Training Aircraft, or STA. Building. Kelly and Ham will be practicing space shuttle landings. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. The crew for space shuttle Discovery's STS-124 mission is at Kennedy for a full launch dress rehearsal, known as the terminal countdown demonstration test, or TCDT. Providing astronauts and ground crews with an opportunity to participate in various simulated countdown activities, TCDT includes equipment familiarization and emergency training. Discovery's launch is targeted for May 31. Photo credit: NASA/Kim Shiflett

Metallic Concepts for Repair of Reinforced Carbon-Carbon Space Shuttle Leading Edges

NASA Technical Reports Server (NTRS)

Ritzert, Frank; Nesbitt, James

2007-01-01

The Columbia accident has focused attention on the critical need for on-orbit repair concepts for wing leading edges in the event that potentially catastrophic damage is incurred during Space Shuttle Orbiter flight. The leading edge of the space shuttle wings consists of a series of eleven panels on each side of the orbiter. These panels are fabricated from reinforced carbon-carbon (RCC) which is a light weight composite with attractive strength at very high temperatures. The damage that was responsible for the loss of the Colombia space shuttle was deemed due to formation of a large hole in one these RCC leading edge panels produced by the impact of a large piece of foam. However, even small cracks in the RCC are considered as potentially catastrophic because of the high temperature re-entry environment. After the Columbia accident, NASA has explored various means to perform on-orbit repairs in the event that damage is sustained in future shuttle flights. Although large areas of damage, such as that which doomed Columbia, are not anticipated to re-occur due to various improvements to the shuttle, especially the foam attachment, NASA has also explored various options for both small and large area repair. This paper reports one large area repair concept referred to as the "metallic over-wrap." Environmental conditions during re-entry of the orbiter impose extreme requirements on the RCC leading edges as well as on any repair concepts. These requirements include temperatures up to 3000 F (1650 C) for up to 15 minutes in the presence of an extremely oxidizing plasma environment. Figure 1 shows the temperature profile across one panel (#9) which is subject to the highest temperatures during re-entry. Although the RCC possesses adequate mechanical strength at these temperatures, it lacks oxidation resistance. Oxidation protection is afforded by converting the outer layers of the RCC to SiC by chemical vapor deposition (CVD). At high temperatures in an oxidizing environment, the SiC layer forms a protective SiO2 scale. However, CVD processing to form the SiC layer can result in the formation of small cracks in the outer surface. Hence, as a final fabrication step, a sodium silicate glass, known as "Type A," is applied as a sealant to fill any surface porosity and/or cracks in the coating and the outer portions of the RCC[1]. At relatively low temperatures, the Type A glass melts and flows into the cracks providing oxidation protection at the higher temperatures. In addition, the Type A coating, provides a "dark" coating with a high emissivity. This high emissivity allows the RCC to transfer heat by radiating outward to space as well as dispersing heat within the leading edge cavity. Lastly, the Type A possesses low catalycity which reduces surface temperatures by limiting oxygen recombination on the surface during re-entry.

Space shuttle: Heat transfer rate measurements of North American Rockwell orbiter (161B) at nominal Mach number of 8

NASA Technical Reports Server (NTRS)

Warmbrod, J. D.; Martindale, W. R.; Matthews, R. K.

1971-01-01

Plots and tables which determine detailed heat transfer distributions on phase B space shuttle configurations are presented. A thin-skinned thermocouple was used to measure the reentry events of the delta wing orbiter. Data was obtained at a nominal Mach number of 8 and free stream Reynolds numbers ranging from 0.83 x 10 to the 6th power to 3.76 x 10 to the 6th power per foot. Angle of attack was varied from -5 to 50 degrees.

Material Behavior of Window 7 Carrier Panel Tiles and Thermal Pane Fragments Recovered from the Space Shuttle Columbia

NASA Astrophysics Data System (ADS)

Arellano, Brenda R.

Since the end of the space shuttle program, a new generation spacecraft has been developed to transport humans back into space. NASA's Orion will carry a crew beyond low-earth orbit and the exploration of Mars may be possible in the future. Space safety becomes significant with human spaceflight and the risks are high. However, aerospace materials may provide opportunities to prevent future disasters. When the space shuttle Columbia disintegrated during re-entry in 2001, thousands of debris were collected for analysis. In contrast, when the Challenger space shuttle broke apart in 1986, all shuttle debris were buried. These tragic disasters are reminders of the importance of proper material selection and the concern of their performance in service. This research focused on investigating the effects of the debris recovered from the Columbia space shuttle after re-entry and break-up. Many of the components encountered unforeseen extreme temperatures, vibrations, and high stresses. The Columbia debris contained unique characteristics that have yet to be examined and the components for this study are the thermal protection system (TPS) carrier panel tiles and the thermal pane glass from the starboard orbiter Window 7. The alterations endured by the debris was studied through forensic materials characterization to investigate material interactions, material degradation, and thermal consequences. These materials played an essential role in the operation of the orbiter as they protected the underlying structural materials of the shuttle and underwent extreme temperatures. The methods and procedures for analyzing the debris included non-destructive and destructive evaluations. Non-destructive evaluations involved visual inspection, photographic documentation, 3D modeling, and surface elemental composition. The destructive analysis consisted of sectioning, scanning electron microscopy, energy dispersive spectroscopy, X-ray diffraction, and X-ray photoelectron spectroscopy. The results obtained revealed metallic and oxide formations, flow trajectory, and the presence of other space shuttle materials. Determining the conditions of the debris after break-up is valuable because new developments for future manned spacecraft will require TPS. These materials must be continued to be studied aggressively to provide risk assessment for future missions. The findings of this investigation will identify the alterations on the debris and determine if these TPS materials are reliable for future spacecraft.

Pilot Bloomfield at the pilot's workstation during re-entry preparations

NASA Image and Video Library

2000-12-11

STS097-310-034 (11 December 2000) --- Suited in the launch and entry suit (LES), astronaut Michael J. Bloomfield, STS-97 pilot, looks over a procedures checklist on the Space Shuttle Endeavour’s forward flight deck as he and his crew mates wrap up their stay in space and prepare to come home.

KSC-97PC1216

NASA Image and Video Library

1997-08-07

STS-85 Mission Specialist Robert L. Curbeam, Jr. is assisted with his ascent/reentry flight suit by white room closeout crew members Mike Mangione (left foreground) and Dave Law at Launch Pad 39A before he enters the crew cabin of the Space Shuttle orbiter Discovery

STS-86 Post Flight Presentation

NASA Technical Reports Server (NTRS)

1999-01-01

The Crew of STS-86 Atlantis Shuttle, Commander James D. Wetherbee, Pilot Michael J. Bloomfield, Mission Specialists Vladimar G. Titov, Scott E. Parazynski, Jean-Loup J. M. Chretien, Wendy Lawrence, and David Wolf, narrate the footage of their mission to the Mir International Space Station. Scenes include crew suit up, walk out to the transfer vehicle, strap-in into the shuttle, start of the main engine, ignition of the rocket boosters, and separation of the solid rocket boosters. The crew of Atlantis participates in an exchange of gifts with the members of Mir, and a space walk to recover experiments outside the Mir Space Station. A beautiful panoramic view of Mir above South America is seen. Scenes also depict the closing of Mir's hatch, Atlantis' separation from Mir, and the reentry of the Atlantis Space Shuttle into the Earth's atmosphere.

Commander Rominger and Pilot Ashby prepare for re-entry on Endeavour during STS-100

NASA Image and Video Library

2001-05-01

STS100-363-034 (19 April-1 May 2001) --- Astronauts Kent V. Rominger (left) and Jeffrey S. Ashby, STS-100 commander and pilot, respectively, are photographed on the flight deck of the Space Shuttle Endeavour during de-orbit preparations.

Animal life support transporters for Shuttle/Spacelab

NASA Technical Reports Server (NTRS)

Berry, W. E.; Hunt, S. R.

1978-01-01

Two transporter devices have been developed by the NASA Ames Research Center, primarily for the purpose of stowing small vertebrates and primates in the mid-deck avionics bay of the Shuttle during launch and re-entry. These animals will be used in Life Science Spacelab experiments. Stowage in the mid-deck area will reduce animal exposure to the high noise levels existing in Spacelab during launch; further, the possible exposure of the animals to high temperatures in Spacelab during re-entry and post-landing will be eliminated. The transporters will provide experimenters more timely access to their animals during experiment-critical, pre-launch, and post-landing periods. Rechargeable batteries in the transporters will provide life support system functions for the animals during periods of transfer and during mission phases in which power is temporarily unavailable. The transporters have been successfully designed, fabricated, and tested. Integrated testing of the transporters was performed in the Space Mission Development III (SMD III) Simulation at the NASA Johnson Space Center.

Reusable Surface Insulation

NASA Technical Reports Server (NTRS)

1997-01-01

Advanced Flexible Reusable Surface Insulation, developed by Ames Research Center, protects the Space Shuttle from the searing heat that engulfs it on reentry into the Earth's atmosphere. Initially integrated into the Space Shuttle by Rockwell International, production was transferred to Hi-Temp Insulation Inc. in 1974. Over the years, Hi-Temp has created many new technologies to meet the requirements of the Space Shuttle program. This expertise is also used commercially, including insulation blankets to cover aircrafts parts, fire barrier material to protect aircraft engine cowlings and aircraft rescue fire fighter suits. A Fire Protection Division has also been established, offering the first suit designed exclusively by and for aircraft rescue fire fighters. Hi-Temp is a supplier to the Los Angeles City Fire Department as well as other major U.S. civil and military fire departments.

KSC-05pd2600

NASA Image and Video Library

2005-12-14

KENNEDY SPACE CENTER, FLA. -- United Space Alliance technician Dell Chapman applies the glue (red) known as RTV, or room temperature vulcanization, to a strip of gap filler before installation on the orbiter Discovery, which is being processed in Orbiter Processing Facility Bay 3 at NASA’s Kennedy Space Center. This work is being performed due to two gap fillers that were protruding from the underside of Discovery on the first Return to Flight mission, STS-114. New installation procedures have been developed to ensure the gap fillers stay in place and do not pose any hazard during the shuttle's re-entry to the atmosphere. Discovery is the scheduled orbiter for the second space shuttle mission in the return-to-flight sequence.

KSC-05pd2603

NASA Image and Video Library

2005-12-14

KENNEDY SPACE CENTER, FLA. -- United Space Alliance technician Dell Chapman applies tape to hold the gap filler in place on the orbiter Discovery while the glue dries. Looking on is quality inspector Travis Schlingman. Discovery is being processed in Orbiter Processing Facility Bay 3 at NASA’s Kennedy Space Center. This work is being performed due to two gap fillers that were protruding from the underside of Discovery on the first Return to Flight mission, STS-114. New installation procedures have been developed to ensure the gap fillers stay in place and do not pose any hazard during the shuttle's re-entry to the atmosphere. Discovery is the scheduled orbiter for the second space shuttle mission in the return-to-flight sequence.

A new computational method for reacting hypersonic flows

NASA Astrophysics Data System (ADS)

Niculescu, M. L.; Cojocaru, M. G.; Pricop, M. V.; Fadgyas, M. C.; Pepelea, D.; Stoican, M. G.

2017-07-01

Hypersonic gas dynamics computations are challenging due to the difficulties to have reliable and robust chemistry models that are usually added to Navier-Stokes equations. From the numerical point of view, it is very difficult to integrate together Navier-Stokes equations and chemistry model equations because these partial differential equations have different specific time scales. For these reasons, almost all known finite volume methods fail shortly to solve this second order partial differential system. Unfortunately, the heating of Earth reentry vehicles such as space shuttles and capsules is very close linked to endothermic chemical reactions. A better prediction of wall heat flux leads to smaller safety coefficient for thermal shield of space reentry vehicle; therefore, the size of thermal shield decreases and the payload increases. For these reasons, the present paper proposes a new computational method based on chemical equilibrium, which gives accurate prediction of hypersonic heating in order to support the Earth reentry capsule design.

Flight mechanics applications for tethers in space: Cooperative Italian-US programs

NASA Technical Reports Server (NTRS)

Bevilacqua, Franco; Merlina, Pietro; Anderson, John L.

1990-01-01

Since the 1974 proposal by Giuseppe Colombo to fly a tethered subsatellite from the Shuttle Orbiter, the creative thinking of many scientists and engineers from Italy and U.S. has generated a broad range of potential tether applications in space. Many of these applications have promise for enabling innovative research and operational activities relating to flight mechanics in earth orbit and at suborbital altitudes. From a flight mechanics standpoint the most interesting of the currently proposed flight demonstrations are: the second Tethered Satellite System experiment which offers both the potential for aerothermodynamics and hypersonics research and for atmospheric science research; the Tethered Initiated Space Recovery System which would enable orbital deboost and recovery of a re-entry vehicle and waste removal from a space station; and the Tether Elevator/Crawler System which would provide a variable microgravity environment and space station center of mass management. The outer atmospheric and orbital flight mechanics characteristics of these proposed tether flight demonstrations are described. The second Tethered Satellite System mission will deploy the tethered satellite earthward and will bring it as low as 130 km from ground and thus into the transition region between the atmosphere (non-ionized) and the partially ionized ionosphere. The atmospheric flight mechanics of the tethered satellite is discussed and simulation results are presented. The Tether Initiated Space Recovery System experiment will demonstrate the ability of a simple tether system to deboost and recover a reentry vehicle. The main feature of this demonstration is the utilization of a Small Expendable Deployment System (SEDS) and the low-tension deployment assumed to separate the reentry vehicle from the Shuttle. This low-tension deployment maneuver is discussed and its criticalities are outlined. The Tether Elevator/Crawler System is a new space element able to move in a controlled way between the ends of a deployed tethered system. A Shuttle test of an Elevator model is planned to demonstrate the unique capability of this element as a microgravity facility and to test the transfer motion control. The basic dynamical features of the Elevator system are presented and a preliminary assessment of the Elevator-induced tether vibrations is discussed.

A Study of a Lifting Body as a Space Station Crew Exigency Return Vehicle (CERV)

NASA Technical Reports Server (NTRS)

MacConochie, Ian O.

2000-01-01

A lifting body is described for use as a return vehicle for crews from a space station. Reentry trajectories, subsystem weights and performance, and costs are included. The baseline vehicle is sized for a crew of eight. An alternate configuration is shown in which only four crew are carried with the extra volume reserved for logistics cargo. A water parachute recovery system is shown as an emergency alternative to a runway landing. Primary reaction control thrusters from the Shuttle program are used for orbital maneuvering while the Shuttle verniers are used for all attitude control maneuvers.

An overview of European space transportation systems

NASA Technical Reports Server (NTRS)

Lo, R. E.

1985-01-01

With the completion of the launch rocket series Ariane 1 to 4, Europe will have reached the same capacity to transport commercial payloads as the USA has with the Space Shuttle and the kick stages which are presently operative. The near term development of these capacities would require Europe to develop a larger launch rocket, Araine 5. Further motivations for this rocket are access to manned spaceflight, the development of an European space station, and the demand for shuttle technology. Shuttle technology is the subject of research being done in France on the winged re-entry vehicle Hermes. Operation of the European space station Columbus will require development of an interorbital transport system to facilitate traffic between the various segments of the space station. All European space transportation systems will have to match their quality to that of the other countries involve in space flight. All areas of development are marked not only by possible cooperation but also by increased competition because of increasing commercialization of space flight.

n/a

NASA Image and Video Library

1975-10-10

This diagram illustrates the Space Shuttle mission sequence. The Space Shuttle was approved as a national program in 1972 and developed through the 1970s. Part spacecraft and part aircraft, the Space Shuttle orbiter, the brain and the heart of the Space Transportation System (STS), required several technological advances, including thousands of insulating tiles able to stand the heat of reentry over the course of many missions, as well as sophisticated engines that could be used again and again without being thrown away. The airplane-like orbiter has three main engines, that burn liquid hydrogen and oxygen stored in the large external tank, the single largest structure in the Shuttle. Attached to the tank are two solid rocket boosters that provide the vehecile with most of the thrust needed for liftoff. Two minutes into the flight, the spent solids drop into the ocean to be recovered and refurbished for reuse, while the orbiter engines continue burning until approximately 8 minutes into the flight. After the mission is completed, the orbiter lands on a runway like an airplane.

Which Way is Up? Lessons Learned from Space Shuttle Sensorimotor Research

NASA Technical Reports Server (NTRS)

Wood, S. J.; Reschke, M. F.; Harm, D. L.; Paloski, W. H.; Bloomberg, J. J.

2011-01-01

The Space Shuttle Program provided the opportunity to examine sensorimotor adaptation to space flight in unprecedented numbers of astronauts, including many over multiple missions. Space motion sickness (SMS) severity was highly variable across crewmembers. SMS generally lasted 2-3 days in-flight with approximately 1/3 of crewmembers experiencing moderate to severe symptoms, and decreased incidence in repeat flyers. While SMS has proven difficult to predict from susceptibility to terrestrial analogs, symptoms were alleviated by medications, restriction of early activities, maintaining familiar orientation with respect to the visual environment and maintaining contact cues. Adaptive changes were also reflected by the oculomotor and perceptual disturbances experienced early inflight and by the perceptual and motor coordination problems experienced during re-entry and landing. According to crew self-reports, systematic head movements performed during reentry, as long as paced within one's threshold for motion tolerance, facilitated the early readaptation process. The Shuttle provided early postflight crew access to document the initial performance decrements and time course of recovery. These early postflight measurements were critical to inform the program of risks associated with extending the duration of Shuttle missions. Neurological postflight deficits were documented using a standardized subjective rating by flight surgeons. Computerized dynamic posturography was also implemented as a quantitative means of assessing sensorimotor function to support crew return-to-duty assessments. Towards the end of the Shuttle Program, more emphasis has been placed on mapping physiological changes to functional performance. Future commercial flights will benefit from pre-mission training including exposures to launch and entry G transitions and sensorimotor adaptability assessments. While SMS medication usage will continue to be refined, non-pharmacological countermeasures (e.g., sensory aids) will have both space and Earth-based applications. Early postflight field tests are recommended to provide the evidence base for best practices for future commercial flight programs. Learning Objective: Overview of the Space Shuttle Program regarding adaptive changes in sensorimotor function, including what was learned from research, what was implemented for medical operations, and what is recommended for commercial flights.

Results from a convective heat transfer rate distribution test on a 0.0175 scale model (22-0) of the Rockwell International vehicle 4 space shuttle configuration in the AEDC-VKF tunnel B (OH49B), volume 1

NASA Technical Reports Server (NTRS)

Herrera, B. J.

1976-01-01

The tests were conducted in a hypersonic wind tunnel at Mach number 8 to investigate reentry mode convective heat--transfer rates to the vehicle 4 shuttle orbiter. The thin skin thermocouple technique was used to obtain the heat transfer rate measurements. A complete set of tabulated data is presented.

An investigation to determine the static pressure distribution of the 0.00548 scale shuttle solid rocket booster (MSFC model number 468) during reentry in the NASA/MSFC 14 inch trisonic wind tunnel (SA28F)

NASA Technical Reports Server (NTRS)

Braddock, W. F.; Streby, G. D.

1977-01-01

The results of a pressure test of a .00548 scale 146 inch Space Shuttle Solid Rocket Booster (SRB) with and without protuberances, conducted in a 14 x 14 inch trisonic wind tunnel are presented. Static pressure distributions for the SRB at reentry attitudes and flight conditions were obtained. Local longitudinal and ring pressure distributions are presented in tabulated form. Integration of the pressure data was performed. The test was conducted at Mach numbers of 0.40 to 4.45 over an angle of attack range from 60 to 185 degrees. Roll angles of 0, 45, 90 and 315 degrees were investigated. Reynolds numbers per foot varied for selected Mach numbers.

STS-81 crew on middeck preparing for re-entry

NASA Image and Video Library

1997-02-14

STS081-308-032 (12-22 Jan. 1997) --- Astronaut Marsha S. Ivins appears almost lost among the bags of material to be brought back to Earth at the impending conclusion of the Space Shuttle Atlantis and Russia's Mir Space Station docking mission. Several partial pressure garments which were used for launch and will soon be donned for the entry phase are in upper left.

STS-29 Discovery, OV-103, crew on flight deck during reentry

NASA Image and Video Library

1989-03-18

STS029-02-002 (18 March 1989) --- Space Shuttle Discovery returns to Earth after five full days in space. Astronaut John E. Blaha mans the pilot's station. Note color in forward window shield caused by friction of entry through Earth's atmosphere. The photo was part of the first group of onboard photography from this flight released by NASA on March 19, 1989.

Cardiovascular examinations and observations of deconditioning during the Space Shuttle orbital flight test program

NASA Technical Reports Server (NTRS)

Bungo, M. W.; Johnson, P. C., Jr.

1983-01-01

During the first four flights of the Space Shuttle, cardiovascular data were obtained on each crewmember as part of the operational medicine requirements for crew health and safety. From monitoring blood pressure and electrocardiographic data, it was possible to estimate the degree of deconditioning imposed by exposure to the microgravity environment. For this purpose, a quantitative cardiovascular index of deconditioning (CID) was derived to aid the clinician in his assessment. Isotonic saline was then investigated as a countermeasure against orthostatic intolerance and found to be effective in partially reversing the hemodynamic consequences. It was observed that the space flight environment of reentry might potentially be arrhythmogenic in at least one individual.

Space Shuttle Orbiter - Leading edge structural design/analysis and material allowables

NASA Technical Reports Server (NTRS)

Johnson, D. W.; Curry, D. M.; Kelly, R. E.

1986-01-01

Reinforced Carbon-Carbon (RCC), a structural composite whose development was targeted for the high temperature reentry environments of reusable space vehicles, has successfully demonstrated that capability on the Space Shuttle Orbiter. Unique mechanical properties, particularly at elevated temperatures up to 3000 F, make this material ideally suited for the 'hot' regions of multimission space vehicles. Design allowable characterization testing, full-scale development and qualification testing, and structural analysis techniques will be presented herein that briefly chart the history of the RCC material from infancy to eventual multimission certification for the Orbiter. Included are discussions pertaining to the development of the design allowable data base, manipulation of the test data into usable forms, and the analytical verification process.

Cast Glance Near Infrared Imaging Observations of the Space Shuttle During Hypersonic Re-Entry

NASA Technical Reports Server (NTRS)

Tack, Steve; Tomek, Deborah M.; Horvath, Thomas J.; Verstynen, Harry A.; Shea, Edward J.

2010-01-01

High resolution calibrated infrared imagery of the Space Shuttle was obtained during hypervelocity atmospheric entries of the STS-119, STS-125 and STS128 missions and has provided information on the distribution of surface temperature and the state of the airflow over the windward surface of the Orbiter during descent. This data collect was initiated by NASA s Hypersonic Thermodynamic Infrared Measurements (HYTHIRM) team and incorporated the use of air- and land-based optical assets to image the Shuttle during atmospheric re-entry. The HYTHIRM objective is to develop and implement a set of mission planning tools designed to establish confidence in the ability of an existing optical asset to reliably acquire, track and return global quantitative surface temperatures of the Shuttle during entry. On Space Shuttle Discovery s STS-119 mission, NASA flew a specially modified thermal protection system tile and instrumentation package to monitor heating effects from boundary layer transition during re-entry. On STS-119, the windward airflow on the port wing was deliberately disrupted by a four-inch wide and quarter-inch tall protuberance built into the modified tile. In coordination with this flight experiment, a US Navy NP-3D Orion aircraft was flown 28 nautical miles below Discovery and remotely monitored surface temperature of the Orbiter at Mach 8.4 using a long-range infrared optical package referred to as Cast Glance. Approximately two months later, the same Navy Cast Glance aircraft successfully monitored the surface temperatures of the Orbiter Atlantis traveling at approximately Mach 14.3 during its return from the successful Hubble repair mission. In contrast to Discovery, Atlantis was not part of the Boundary Layer Transition (BLT) flight experiment, thus the vehicle was not configured with a protuberance on the port wing. In September 2009, Cast Glance was again successful in capturing infrared imagery and monitoring the surface temperatures on Discovery s next flight, STS-128. Again, NASA flew a specially modified thermal protection system tile and instrumentation package to monitor heating effects from boundary layer transition during re-entry. During this mission, Cast Glance was able to image laminar and turbulent flow phenomenology optimizing data collection for Mach 14.7. The purpose of this paper is to describe key elements associated with STS-119/125/128 mission planning and execution from the perspective of the Cast Glance flight crew that obtained the imagery. The paper will emphasize a human element of experience, expertise and adaptability seamlessly coupled with Cast Glance system and sensor technology required to manually collect the required imagery. Specific topics will include a near infrared (NIR) camera upgrade that was implemented just prior to the missions, how pre-flight radiance modeling was utilized to optimize the IR sensor configuration, communications, the development of aircraft test support positions based upon Shuttle trajectory information, support to contingencies such as Shuttle one orbit wave-offs/west coast diversions and then the Cast Glance perspective during an actual Shuttle imaging mission.

DART: Delta Advanced Reusable Transport. An alternate manned space system proposal

NASA Technical Reports Server (NTRS)

1991-01-01

The Delta Advanced Reusable Transport (DART) craft is being developed to add, multiple, rapid, and cost effective space access to the U.S. capability and to further the efforts towards a permanent space presence. The DART craft provides an augmentative and an alternative system to the Shuttle. As a supplement launch vehicle, the DART adds low cost and easily accessible transport of crew and cargo to specific space destinations to the U.S. program. This adds significant opportunities for manned rated missions that do not require Shuttle capabilities. In its alternative role, the DART can provide emergency space access and satellite repair, the continuation of scientific research, and the furthering of U.S. manned efforts in the event of Shuttle incapabilities. In addition, the DART is being designed for Space Station Freedom compatibility, including its use as a 'lifeboat' emergency reentry craft for Freedom astronauts, as well as the transport of crew and cargo for station resupply.

Nonlinear Modeling and Initial Condition Estimation for Identifying the Aerothermodynamic Environment of the Space Shuttle Orbiter.

DTIC Science & Technology

1983-12-01

8217°%. .. o..’% - * 2’ . *. -o- . *o.oo o ,o ;j ’:-’ List of Figures Figure Page 1. System Identification of the Aerothermodynamic Environment of... System (STS) has of fered the engineering community a unique opportunity to flight test a reentry, hypersonic vehicle. The key 4 to the Shuttle’s...of the system (Refs. 7,8,9,10). Although the initial test flights have now been completed, data analysis and expansion of the existing data base

Thermographic imaging of the space shuttle during re-entry using a near-infrared sensor

NASA Astrophysics Data System (ADS)

Zalameda, Joseph N.; Horvath, Thomas J.; Kerns, Robbie V.; Burke, Eric R.; Taylor, Jeff C.; Spisz, Tom; Gibson, David M.; Shea, Edward J.; Mercer, C. David; Schwartz, Richard J.; Tack, Steve; Bush, Brett C.; Dantowitz, Ronald F.; Kozubal, Marek J.

2012-06-01

High resolution calibrated near infrared (NIR) imagery of the Space Shuttle Orbiter was obtained during hypervelocity atmospheric re-entry of the STS-119, STS-125, STS-128, STS-131, STS-132, STS-133, and STS-134 missions. This data has provided information on the distribution of surface temperature and the state of the airflow over the windward surface of the Orbiter during descent. The thermal imagery complemented data collected with onboard surface thermocouple instrumentation. The spatially resolved global thermal measurements made during the Orbiter's hypersonic re-entry will provide critical flight data for reducing the uncertainty associated with present day ground-to-flight extrapolation techniques and current state-of-the-art empirical boundary-layer transition or turbulent heating prediction methods. Laminar and turbulent flight data is critical for the validation of physics-based, semi-empirical boundary-layer transition prediction methods as well as stimulating the validation of laminar numerical chemistry models and the development of turbulence models supporting NASA's next-generation spacecraft. In this paper we provide details of the NIR imaging system used on both air and land-based imaging assets. The paper will discuss calibrations performed on the NIR imaging systems that permitted conversion of captured radiant intensity (counts) to temperature values. Image processing techniques are presented to analyze the NIR data for vignetting distortion, best resolution, and image sharpness.

Development of the reentry flight dynamics simulator for evaluation of space shuttle orbiter entry systems

NASA Technical Reports Server (NTRS)

Rowell, L. F.; Powell, R. W.; Stone, H. W., Jr.

1980-01-01

A nonlinear, six degree of freedom, digital computer simulation of a vehicle which has constant mass properties and whose attitudes are controlled by both aerodynamic surfaces and reaction control system thrusters was developed. A rotating, oblate Earth model was used to describe the gravitational forces which affect long duration Earth entry trajectories. The program is executed in a nonreal time mode or connected to a simulation cockpit to conduct piloted and autopilot studies. The program guidance and control software used by the space shuttle orbiter for its descent from approximately 121.9 km to touchdown on the runway.

KSC-08pd1162

NASA Image and Video Library

2008-05-06

CAPE CANAVERAL, Fla. -- Back at the NASA Kennedy Space Center Shuttle Landing Facility, STS-124 Commander Mark Kelly happily crosses the parking area after the successful space shuttle landing practice aboard NASA's Shuttle Training Aircraft, or STA. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. The crew for space shuttle Discovery's STS-124 mission is at Kennedy for a full launch dress rehearsal, known as the terminal countdown demonstration test, or TCDT. Providing astronauts and ground crews with an opportunity to participate in various simulated countdown activities, TCDT includes equipment familiarization and emergency training. Discovery's launch is targeted for May 31. Photo credit: NASA/Kim Shiflett

Pressure distributions obtained on a 0.10-scale model of the space shuttle Orbiter's forebody in the AEDC 16T propulsion wind tunnel

NASA Technical Reports Server (NTRS)

Siemers, P. M., III; Henry, M. W.

1986-01-01

Pressure distribution test data obtained on a 0.10-scale model of the forward fuselage of the Space Shuttle Orbiter are presented without analysis. The tests were completed in the AEDC 16T Propulsion Wind Tunnel. The 0.10-scale model was tested at angles of attack from -2 deg to 18 deg and angles of side slip from -6 to 6 deg at Mach numbers from 0.25 to 1/5 deg. The tests were conducted in support of the development of the Shuttle Entry Air Data System (SEADS). In addition to modeling the 20 SEADS orifices, the wind-tunnel model was also instrumented with orifices to match Development Flight Instrumentation (DFI) port locations that existed on the Space Shuttle Orbiter Columbia (OV-102) during the Orbiter Flight Test program. This DFI simulation has provided a means of comparisons between reentry flight pressure data and wind-tunnel and computational data.

Genesis Reentry Observations and Data Analysis

NASA Technical Reports Server (NTRS)

Suggs, R. M.; Swift, W. R.

2005-01-01

The Genesis spacecraft reentry represented a unique opportunity to observe a "calibrated meteor" from northern Nevada. Knowing its speed, mass, composition, and precise trajectory made it a good subject to test some of the algorithms used to determine meteoroid mass from observed brightness. It was also a good test of an inexpensive set of cameras that could be deployed to observe future shuttle reentries. The utility of consumer-grade video cameras was evident during the STS-107 accident investigation, and the Genesis reentry gave us the opportunity to specify and test commercially available cameras that could be used during future reentries. This Technical Memorandum describes the video observations and their analysis, compares the results with a simple photometric model, describes the forward scatter radar experiment, and lists lessons learned from the expedition and implications for the Stardust reentry in January 2006 as well as future shuttle reentries.

Optimum Orbit Plane Change Using a Skip Reentry Trajectory for the Space Shuttle Orbiter.

DTIC Science & Technology

1978-12-01

by the hat symbol, " , and i,j,k represent unit vectors for the YW frame. The angular velocity of the earth is constant and denoted by w. Thus V re is...the equations of motion can be found. In component form the equations are: (6M/r3)x + 4 (Cos - sn ) vst 1 mm Msv 3 b1 bm y - (uM/r3)y + L (coso...plane change, due to the skip reentry maneuver is determined by comparing the states of the system before and after the maneuver. The angular momentum

KSC-98pc1797

NASA Image and Video Library

1998-12-04

STS-88 Pilot Frederick W. "Rick" Sturckow is assisted with his ascent and re-entry flight suit in the white room at Launch Pad 39A before entering Space Shuttle Endeavour for launch. During the nearly 12-day mission, the six-member crew will mate the first two elements of the International Space Station the already-orbiting Zarya control module with the Unity connecting module carried by Endeavour. He is making his first spaceflight

KSC-06pd2078

NASA Image and Video Library

2006-09-08

KENNEDY SPACE CENTER, FLA. - In the Operations and Checkout Building at NASA Kennedy Space Center, STS-115 Pilot Christopher Ferguson dons his launch and re-entry suit before heading to the launch pad. Ferguson is making his first shuttle flight on this mission to the International Space Station aboard Space Shuttle Atlantis. On its second attempt for launch, Atlantis is scheduled to lift off at 11:41 a.m. EDT today from Launch Pad 39B. During the STS-115 mission, Atlantis' astronauts will deliver and install the 17.5-ton, bus-sized P3/P4 integrated truss segment on the station. The girder-like truss includes a set of giant solar arrays, batteries and associated electronics and will provide one-fourth of the total power-generation capability for the completed station. This mission is the 116th space shuttle flight, the 27th flight for orbiter Atlantis, and the 19th U.S. flight to the ISS. STS-115 is scheduled to last 11 days with a planned landing at KSC. Photo credit: NASA/Kim Shiflett

KSC-06pd2079

NASA Image and Video Library

2006-09-08

KENNEDY SPACE CENTER, FLA. - In the Operations and Checkout Building at NASA Kennedy Space Center, STS-115 Commander Brent Jett dons his launch and re-entry suit before heading to the launch pad. Jett is making his fourth shuttle flight on this mission to the International Space Station aboard Space Shuttle Atlantis. On its second attempt for launch, Atlantis is scheduled to lift off at 11:41 a.m. EDT today from Launch Pad 39B. During the STS-115 mission, Atlantis' astronauts will deliver and install the 17.5-ton, bus-sized P3/P4 integrated truss segment on the station. The girder-like truss includes a set of giant solar arrays, batteries and associated electronics and will provide one-fourth of the total power-generation capability for the completed station. This mission is the 116th space shuttle flight, the 27th flight for orbiter Atlantis, and the 19th U.S. flight to the ISS. STS-115 is scheduled to last 11 days with a planned landing at KSC. Photo credit: NASA/Kim Shiflett

KSC-06pd2076

NASA Image and Video Library

2006-09-08

KENNEDY SPACE CENTER, FLA. - In the Operations and Checkout Building at NASA Kennedy Space Center, STS-115 Mission Specialist Joseph Tanner dons his launch and re-entry suit before heading to the launch pad. Tanner is making his fourth shuttle flight on this mission to the International Space Station aboard Space Shuttle Atlantis. On its second attempt for launch, Atlantis is scheduled to lift off at 11:41 a.m. EDT today from Launch Pad 39B. During the STS-115 mission, Atlantis' astronauts will deliver and install the 17.5-ton, bus-sized P3/P4 integrated truss segment on the station. The girder-like truss includes a set of giant solar arrays, batteries and associated electronics and will provide one-fourth of the total power-generation capability for the completed station. This mission is the 116th space shuttle flight, the 27th flight for orbiter Atlantis, and the 19th U.S. flight to the ISS. STS-115 is scheduled to last 11 days with a planned landing at KSC. Photo credit: NASA/Kim Shiflett

A System Trade Study of Remote Infrared Imaging for Space Shuttle Reentry

NASA Technical Reports Server (NTRS)

Schwartz, Richard J.; Ross, Martin N.; Baize, Rosemary; Horvath, Thomas J.; Berry, Scott A.; Krasa, Paul W.

2008-01-01

A trade study reviewing the primary operational parameters concerning the deployment of imaging assets in support of the Hypersonic Thermodynamic Infrared Measurements (HYTHIRM) project was undertaken. The objective was to determine key variables and constraints for obtaining thermal images of the Space Shuttle orbiter during reentry. The trade study investigated the performance characteristics and operating environment of optical instrumentation that may be deployed during a HYTHIRM data collection mission, and specified contributions to the Point Spread Function. It also investigated the constraints that have to be considered in order to optimize deployment through the use of mission planning tools. These tools simulate the radiance modeling of the vehicle as well as the expected spatial resolution based on the Orbiter trajectory and placement of land based or airborne optical sensors for given Mach numbers. Lastly, this report focused on the tools and methodology that have to be in place for real-time mission planning in order to handle the myriad of variables such as trajectory ground track, weather, and instrumentation availability that may only be known in the hours prior to landing.

An empirical method for computing leeside centerline heating on the Space Shuttle Orbiter

NASA Technical Reports Server (NTRS)

Helms, V. T., III

1981-01-01

An empirical method is presented for computing top centerline heating on the Space Shuttle Orbiter at simulated reentry conditions. It is shown that the Shuttle's top centerline can be thought of as being under the influence of a swept cylinder flow field. The effective geometry of the flow field, as well as top centerline heating, are directly related to oil-flow patterns on the upper surface of the fuselage. An empirical turbulent swept cylinder heating method was developed based on these considerations. The method takes into account the effects of the vortex-dominated leeside flow field without actually having to compute the detailed properties of such a complex flow. The heating method closely predicts experimental heat-transfer values on the top centerline of a Shuttle model at Mach numbers of 6 and 10 over a wide range in Reynolds number and angle of attack.

Structural Continuum Modeling of Space Shuttle External Tank Foam Insulation

NASA Technical Reports Server (NTRS)

Steeve, Brian; Ayala, Sam; Purlee, T. Eric; Shaw, Phillip

2006-01-01

The Space Shuttle External Tank is covered with rigid polymeric closed-cell foam insulation to prevent ice formation, protect the metallic tank from aerodynamic heating, and control the breakup of the tank during re-entry. The cryogenic state of the tank, as well as the ascent into a vacuum environment, places this foam under significant stress. Because the loss of the foam during ascent poses a critical risk to the shuttle orbiter, there is much interest in understanding the stress state in the foam insulation and how it may contribute to fracture and debris loss. Several foam applications on the external tank have been analyzed using finite element methods. This presentation describes the approach used to model the foam material behavior and compares analytical results to experiments.

The Application of Electron Microscopy Techniques to the Space Shuttle Columbia Accident Investigation

NASA Technical Reports Server (NTRS)

Shah, Sandeep; Jerman, Greg

2005-01-01

The Space Shuttle Columbia was returning from a 16-day research mission, STS- 107, with nominal system performance prior to the beginning of the entry interface into earth's upper atmosphere. Approximately one minute and twenty four seconds into the peak heating region of the entry interface, an off-nominal temperature rise was observed in the left main landing gear brake line. Nearly seven minutes later, all contact was lost with Columbia. Debris was observed periodically exiting the Shuttle's flight path throughout the reentry profile over California, Nevada, and New Mexico, until its final breakup over Texas. During the subsequent investigation, electron microscopy techniques were crucial in revealing the location of the fatal damage that resulted in the loss of Columbia and her crew.

STS-96 Post Flight Presentation

NASA Technical Reports Server (NTRS)

1999-01-01

The Crew of STS-96 Discovery Shuttle, Commander Kent V. Rominger, Pilot Rick D. Husband, Mission Specialists Ellen Ochoa, Tamara E. Jernigan, Daniel T. Barry, Julie Payette, and Valery Ivanovich Tokarev, are shown narrating the mission highlights. Scenes include walk out to the transfer vehicle, and launch of the shuttle. Also presented are scenes of the start of the main engine, ignition of the solid rocket boosters, and the separation of the solid rocket boosters. Footage of Payette preparing the on-board camera equipment, while Barry and Jernigan perform routine checks of the equipment is seen. Also presented are various pictures of the shuttle in its orbit, the docking of the shuttle with the Mir International Space Station, and crewmembers during their space walk. Beautiful panoramic views of the Great Lake, Houston, and a combined view of Italy and Turkey are seen. The crew of Discovery is shown performing a juice ball experiment, tumbling, undocking, performing transfer operations, and deploying the STARSHINE educational satellite. The film ends with the reentry of the Discovery Space Shuttle into the Earth's atmosphere.

Space Shuttle Debris Impact Tool Assessment Using the Modern Design of Experiments

NASA Technical Reports Server (NTRS)

DeLoach, Richard; Rayos, Elonsio M.; Campbell, Charles H.; Rickman, Steven L.; Larsen, Curtis E.

2007-01-01

Complex computer codes are used to estimate thermal and structural reentry loads on the Shuttle Orbiter induced by ice and foam debris impact during ascent. Such debris can create cavities in the Shuttle Thermal Protection System. The sizes and shapes of these cavities are approximated to accommodate a code limitation that requires simple "shoebox" geometries to describe the cavities -- rectangular areas and planar walls that are at constant angles with respect to vertical. These approximations induce uncertainty in the code results. The Modern Design of Experiments (MDOE) has recently been applied to develop a series of resource-minimal computational experiments designed to generate low-order polynomial graduating functions to approximate the more complex underlying codes. These polynomial functions were then used to propagate cavity geometry errors to estimate the uncertainty they induce in the reentry load calculations performed by the underlying code. This paper describes a methodological study focused on evaluating the application of MDOE to future operational codes in a rapid and low-cost way to assess the effects of cavity geometry uncertainty.

Effects of shuttle bay environment on UV sensitive photographic film results of measurements aboard STS-7 and STS-8

NASA Technical Reports Server (NTRS)

Kreplin, R. W.; Dohne, B.; Feldman, U.; Neupert, W. M.

1984-01-01

Schumann emulsions, having low gelatin content and no protective gelatin overcoating, are extremely sensitive to environmental conditions and handling. Experiments using this emulsion are to be flown on the space shuttle within the cargo-bay. Because the environment of the cargo-bay is unknown, a Get-Away-Special payload was designed to expose Kodak-type SO 652 Schumann emulsion to the residual atmosphere of the cargo-bay. The experiment was programmed to make exposures for various time periods to determine the maximum length of time the film could be exposed in making a measurement and what precautions would be required to preserve the film during ascent into orbit and reentry. The results of the STS-7 and STS-8 flights indicated that long exposures in the shuttle bay do not produce high fog levels in orbit. Observations of severe bleaching of the latent image makes protection of the emulsion during reentry manditory and increase of fog levels with time set a limit of four weeks (preferably less than three) between installation and recovery of the emulsion for processing.

KSC-08pd3288

NASA Image and Video Library

2008-10-20

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility bay 3 at NASA's Kennedy Space Center in Florida, boundary layer transition, or BLT, tile is being affixed to space shuttle Discovery before its launch on the STS-119 mission in February 2009. The specially modified tiles and instrumentation package will monitor the heating effects of early re-entry boundary layer transition at high mach numbers. These data support analytical modeling and design efforts for both the space shuttles and NASA next-generation spacecraft, the Orion crew exploration vehicle. On the STS-119 mission, Discovery also will carry the S6 truss segment to complete the 361-foot-long backbone of the International Space Station. The truss includes the fourth pair of solar array wings and electronics that convert sunlight to power for the orbiting laboratory. Photo credit: NASA/Tim Jacobs

KSC-08pd3291

NASA Image and Video Library

2008-10-20

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility bay 3 at NASA's Kennedy Space Center in Florida, workers attach boundary layer transition, or BLT, tile to space shuttle Discovery before its launch on the STS-119 mission in February 2009. The specially modified tiles and instrumentation package will monitor the heating effects of early re-entry boundary layer transition at high mach numbers. These data support analytical modeling and design efforts for both the space shuttles and NASA next-generation spacecraft, the Orion crew exploration vehicle. On the STS-119 mission, Discovery also will carry the S6 truss segment to complete the 361-foot-long backbone of the International Space Station. The truss includes the fourth pair of solar array wings and electronics that convert sunlight to power for the orbiting laboratory. Photo credit: NASA/Tim Jacobs

KSC-08pd3290

NASA Image and Video Library

2008-10-20

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility bay 3 at NASA's Kennedy Space Center in Florida, workers attach boundary layer transition, or BLT, tile to space shuttle Discovery before its launch on the STS-119 mission in February 2009. The specially modified tiles and instrumentation package will monitor the heating effects of early re-entry boundary layer transition at high mach numbers. These data support analytical modeling and design efforts for both the space shuttles and NASA next-generation spacecraft, the Orion crew exploration vehicle. On the STS-119 mission, Discovery also will carry the S6 truss segment to complete the 361-foot-long backbone of the International Space Station. The truss includes the fourth pair of solar array wings and electronics that convert sunlight to power for the orbiting laboratory. Photo credit: NASA/Tim Jacobs

KSC-08pd3289

NASA Image and Video Library

2008-10-20

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility bay 3 at NASA's Kennedy Space Center in Florida, workers attach boundary layer transition, or BLT, tile to space shuttle Discovery before its launch on the STS-119 mission in February 2009. The specially modified tiles and instrumentation package will monitor the heating effects of early re-entry boundary layer transition at high mach numbers. These data support analytical modeling and design efforts for both the space shuttles and NASA next-generation spacecraft, the Orion crew exploration vehicle. On the STS-119 mission, Discovery also will carry the S6 truss segment to complete the 361-foot-long backbone of the International Space Station. The truss includes the fourth pair of solar array wings and electronics that convert sunlight to power for the orbiting laboratory. Photo credit: NASA/Tim Jacobs

KSC-2012-1959

NASA Image and Video Library

2012-04-05

CAPE CANAVERAL, Fla. – Kennedy Space Center Director Bob Cabana, right, shows a space shuttle low-temperature reusable surface insulation LRSI tile to Florida’s Lt. Gov. Jennifer Carroll during a tour of Kennedy’s Orbiter Processing Facility-1. The tile is part of the shuttle’s thermal protection system which covers the shuttle’s exterior and protects it from the heat of re-entry. The tour coincided with Carroll’s visit to Kennedy for a meeting with Cabana. Atlantis is being prepared for public display at the Kennedy Space Center Visitor Complex in 2013. The groundbreaking for Atlantis’ exhibit hall took place in January Atlantis is scheduled to be moved to the visitor complex in November. For more information, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-1961

NASA Image and Video Library

2012-04-05

CAPE CANAVERAL, Fla. – Kennedy Space Center Director Bob Cabana, right, shows a space shuttle felt reusable surface insulation FRSI blanket to Florida’s Lt. Gov. Jennifer Carroll during a tour of Kennedy’s Orbiter Processing Facility-1. The blanket is part of the shuttle’s thermal protection system which covers the shuttle’s exterior and protects it from the heat of re-entry. The tour coincided with Carroll’s visit to Kennedy for a meeting with Cabana. Atlantis is being prepared for public display at the Kennedy Space Center Visitor Complex in 2013. The groundbreaking for Atlantis’ exhibit hall took place in January Atlantis is scheduled to be moved to the visitor complex in November. For more information, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-1960

NASA Image and Video Library

2012-04-05

CAPE CANAVERAL, Fla. – Kennedy Space Center Director Bob Cabana, right, shows a space shuttle high-temperature reusable surface insulation HRSI tile to Florida’s Lt. Gov. Jennifer Carroll during a tour of Kennedy’s Orbiter Processing Facility-1. The tile is part of the shuttle’s thermal protection system which covers the shuttle’s exterior and protects it from the heat of re-entry. The tour coincided with Carroll’s visit to Kennedy for a meeting with Cabana. Atlantis is being prepared for public display at the Kennedy Space Center Visitor Complex in 2013. The groundbreaking for Atlantis’ exhibit hall took place in January Atlantis is scheduled to be moved to the visitor complex in November. For more information, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

Evaluation of reusable surface insulation for space shuttle over a range of heat-transfer rate and surface temperature

NASA Technical Reports Server (NTRS)

Chapman, A. J.

1973-01-01

Reusable surface insulation materials, which were developed as heat shields for the space shuttle, were tested over a range of conditions including heat-transfer rates between 160 and 620 kW/sq m. The lowest of these heating rates was in a range predicted for the space shuttle during reentry, and the highest was more than twice the predicted entry heating on shuttle areas where reusable surface insulation would be used. Individual specimens were tested repeatedly at increasingly severe conditions to determine the maximum heating rate and temperature capability. A silica-base material experienced only minimal degradation during repeated tests which included conditions twice as severe as predicted shuttle entry and withstood cumulative exposures three times longer than the best mullite material. Mullite-base materials cracked and experienced incipient melting at conditions within the range predicted for shuttle entry. Neither silica nor mullite materials consistently survived the test series with unbroken waterproof surfaces. Surface temperatures for a silica and a mullite material followed a trend expected for noncatalytic surfaces, whereas surface temperatures for a second mullite material appeared to follow a trend expected for a catalytic surface.

Orbital Debris: A Chronology

NASA Technical Reports Server (NTRS)

Portree, Davis S. F. (Editor); Loftus, Joseph P., Jr. (Editor)

1999-01-01

This chronology covers the 37-year history of orbital debris concerns. It tracks orbital debris hazard creation, research, observation, experimentation, management, mitigation, protection, and policy. Included are debris-producing, events; U.N. orbital debris treaties, Space Shuttle and space station orbital debris issues; ASAT tests; milestones in theory and modeling; uncontrolled reentries; detection system development; shielding development; geosynchronous debris issues, including reboost policies: returned surfaces studies, seminar papers reports, conferences, and studies; the increasing effect of space activities on astronomy; and growing international awareness of the near-Earth environment.

KSC-2009-5108

NASA Image and Video Library

2009-09-12

EDWARDS AIR FORCE BASE, Calif. -- (ED09-0253-15) The Space Shuttle Discovery is parked within the Mate-Demate Device gantry at NASA’s Dryden Flight Research Center prior to begin turnaround processing for its ferry flight back to NASA's Kennedy Space Center in Florida. Discoloration on Discovery’s reinforced carbon-carbon nose cap gives evidence of the extreme heating it encountered during re-entry into the Earth’s atmosphere prior to landing Sept. 11. NASA photo / Tony Landis

Pathfinder

NASA Image and Video Library

2004-04-15

Pictured is an artist's concept of the X-37 Demonstrator re-entry. After being launched from the cargo bay of a Shuttle as a secondary payload, the X-37 remains on-orbit up to 21 days performing a variety of experiments before re-entering the Earth's atmosphere and landing. These vehicles supported the Agency's goal of dramatically reducing the cost of access to space in attempt to define the future of space transportation. The X-37 program was discontinued in 2003.

Precourt prepares for entry seated at the commander's station

NASA Image and Video Library

1997-06-05

STS084-318-035 (15-24 May 1997) --- Attired in the partial pressure launch and entry garment, astronaut Charles J. Precourt, commander, performs final checkout procedures prior to the re-entry phase of the STS-84 mission. The photo was taken with a 35mm camera by one of the Space Shuttle Atlantis' rear station-seated crewmembers.

Computer simulation studies in fluid and calcium regulation and orthostatic intolerance

NASA Technical Reports Server (NTRS)

1985-01-01

The systems analysis approach to physiological research uses mathematical models and computer simulation. Major areas of concern during prolonged space flight discussed include fluid and blood volume regulation; cardiovascular response during shuttle reentry; countermeasures for orthostatic intolerance; and calcium regulation and bone atrophy. Potential contributions of physiologic math models to future flight experiments are examined.

Ballistic Performance of Porous-Ceramic, Thermal-Protection-Systems

NASA Technical Reports Server (NTRS)

Christiansen, E. L.; Davis, B. A.; Miller, J. E.; Bohl, W. E.; Foreman, C. D.

2009-01-01

Porous-ceramic, thermal protection systems are used heavily in current reentry vehicles like the Space Shuttle and are currently being proposed for the next generation of manned spacecraft, Orion. These materials insulate the structural components of a spacecraft against the intense thermal environments of atmospheric reentry. Furthermore, these materials are also highly exposed to space environmental hazards like meteoroid and orbital debris impacts. This paper discusses recent impact testing up to 9 km/s, and the findings of the influence of material equation-of-state on the simulation of the impact event to characterize the ballistic performance of these materials. These results will be compared with heritage models1 for these materials developed from testing at lower velocities. Assessments of predicted spacecraft risk based upon these tests and simulations will also be discussed.

Orbiter Return-To-Flight Entry Aeroheating

NASA Technical Reports Server (NTRS)

Campbell, Charles H.; Anderson, Brian; Bourland, Gary; Bouslog, Stan; Cassady, Amy; Horvath, Tom; Berry, Scott A.; Gnoffo, Peter; Wood, Bill; Reuther, James;

KSC-06pd2077

NASA Image and Video Library

2006-09-08

KENNEDY SPACE CENTER, FLA. - In the Operations and Checkout Building at NASA Kennedy Space Center, STS-115 Mission Specialist Steven MacLean dons his launch and re-entry suit before heading to the launch pad. MacLean is with the Canadian Space Agency. MacLean is making his second shuttle flight on this mission to the International Space Station aboard Space Shuttle Atlantis. On its second attempt for launch, Atlantis is scheduled to lift off at 11:41 a.m. EDT today from Launch Pad 39B. During the STS-115 mission, Atlantis' astronauts will deliver and install the 17.5-ton, bus-sized P3/P4 integrated truss segment on the station. The girder-like truss includes a set of giant solar arrays, batteries and associated electronics and will provide one-fourth of the total power-generation capability for the completed station. This mission is the 116th space shuttle flight, the 27th flight for orbiter Atlantis, and the 19th U.S. flight to the ISS. STS-115 is scheduled to last 11 days with a planned landing at KSC. Photo credit: NASA/Kim Shiflett

Reentry heat transfer analysis of the space shuttle orbiter

NASA Technical Reports Server (NTRS)

Ko, W. L.; Quinn, R. D.; Gong, L.

1982-01-01

A structural performance and resizing finite element thermal analysis computer program was used in the reentry heat transfer analysis of the space shuttle. Two typical wing cross sections and a midfuselage cross section were selected for the analysis. The surface heat inputs to the thermal models were obtained from aerodynamic heating analyses, which assumed a purely turbulent boundary layer, a purely laminar boundary layer, separated flow, and transition from laminar to turbulent flow. The effect of internal radiation was found to be quite significant. With the effect of the internal radiation considered, the wing lower skin temperature became about 39 C (70 F) lower. The results were compared with fight data for space transportation system, trajectory 1. The calculated and measured temperatures compared well for the wing if laminar flow was assumed for the lower surface and bay one upper surface and if separated flow was assumed for the upper surfaces of bays other than bay one. For the fuselage, good agreement between the calculated and measured data was obtained if laminar flow was assumed for the bottom surface. The structural temperatures were found to reach their peak values shortly before touchdown. In addition, the finite element solutions were compared with those obtained from the conventional finite difference solutions.

Development of a climatological data base to help forecast cloud cover conditions for shuttle landings at the Kennedy Space Center

NASA Technical Reports Server (NTRS)

Atchison, M. Kevin

1993-01-01

The Space Shuttle is an extremely weather sensitive vehicle with very restrictive constraints for both launches and landings. The most important difference between Shuttle and normal aircraft landings is that the Shuttle has no go-around capability once it begins its decent into the earth's atmosphere. The de-orbit burn decision is generally made approximately 90 minutes before landing requiring a forecast with little room for error. Because of the Shuttle's rapid re-entry to earth, the pilot must be able to see all runway and visual navigation aids from high altitude to land the Shuttle. In addition, the heat resistant tiles which are used to protect the Shuttle during its re-entry into the earth's atmosphere are extremely sensitive to any type of precipitation. Extensive damage to these tiles could occur if the Shuttle passes through any cloud that contains precipitation size particles. To help guard against changing weather conditions or any type of weather problems that might occur prior to landing, flight rules have been developed as guidelines for all landings. Although the rules vary depending on the location of the landing (Kennedy Space Center or Edwards AFB), length of mission, and weight of vehicle, most of the rules can be condensed into 4 major groupings. These are: (1) Cloud ceilings should not be less than 3048 m (10,000 feet), (2) Visibility should not be less than 13 km (7 nm), (3) Cross-wind no greater than 5-8 m/s (10-15 knots); and (4) No showers or thunderstorms at or within 56 km (30 nm) of the Shuttle Landing Facility. This study consisted of developing a climatological database of the Shuttle Landing Facility (SLF) surface observations and performing an analysis of observed conditions one and two hours subsequent to given conditions at the SLF to help analyze the 0.2 cloud cover rule. Particular emphasis was placed on Shuttle landing weather violations and the amounts of cloud cover below 3048 m (10,000 ft.). This analysis has helped to determine the best and worst times to land the Shuttle at KSC. In addition, nomograms have been developed to help forecasters make cloud cover forecasts for End of Mission (EOM) and Return to Launch Site (RTLS) at KSC. Results of categorizing this data by month, season, time of day, and surface and upper-air wind direction are presented.

Space Tug Aerobraking Study. Volume 2: Technical

NASA Technical Reports Server (NTRS)

Corso, C. J.; Eyer, C. L.

1972-01-01

The feasibility and practicality of employing an aerobraking trajectory for return of the reusable Space Tug from geosynchronous and other high energy missions was investigated. The aerobraking return trajectory modes from high orbits employ transfer ellipses which have low perigee altitudes wherein the earth's sensible atmosphere provides drag to reduce the Tug descent delta velocity requirements and thus decrease the required return trip propulsive energy. An aerobraked Space Tug, sized to the Space Shuttle payload capability and dimensional constraints, can accomplish 95 percent of the geosynchronous missions with a single Shuttle/Tug launch per mission. Aerodynamics, aerothermodynamics, trajectory, quidance and control, configuration concepts, materials, weights and performance parameters were identified. Sensitivities to trajectory uncertainties, atmospheric anomalies and re-entry environments were determined. New technology requirements and future studies required to further enhance the aerobraking potential were identified.

KSC-2012-1962

NASA Image and Video Library

2012-04-05

CAPE CANAVERAL, Fla. – Kennedy Space Center Director Bob Cabana, left, explains the placement of high-temperature reusable surface insulation HRSI tile on the underbelly of space shuttle Atlantis to Florida’s Lt. Gov. Jennifer Carroll during a tour of Kennedy’s Orbiter Processing Facility-1. The tile is part of the shuttle’s thermal protection system which covers the shuttle’s exterior and protects it from the heat of re-entry. The tour coincided with Carroll’s visit to Kennedy for a meeting with Cabana. Atlantis is being prepared for public display at the Kennedy Space Center Visitor Complex in 2013. The groundbreaking for Atlantis’ exhibit hall took place in January Atlantis is scheduled to be moved to the visitor complex in November. For more information, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

Trends in shuttle entry heating from the correction of flight test maneuvers

NASA Technical Reports Server (NTRS)

Hodge, J. K.

1983-01-01

A new technique was developed to systematically expand the aerothermodynamic envelope of the Space Shuttle Protection System (TPS). The technique required transient flight test maneuvers which were performed on the second, fourth, and fifth Shuttle reentries. Kalman filtering and parameter estimation were used for the reduction of embedded thermocouple data to obtain best estimates of aerothermal parameters. Difficulties in reducing the data were overcome or minimized. Thermal parameters were estimated to minimize uncertainties, and heating rate parameters were estimated to correlate with angle of attack, sideslip, deflection angle, and Reynolds number changes. Heating trends from the maneuvers allow for rapid and safe envelope expansion needed for future missions, except for some local areas.

KSC-06pd2082

NASA Image and Video Library

2006-09-08

KENNEDY SPACE CENTER, FLA. - In the Operations and Checkout Building at NASA Kennedy Space Center, STS-115 Mission Specialist Heidemarie Stefanyshyn-Piper is helped with her launch and re-entry suit before heading to the launch pad. Stefanyshyn-Piper is making her first shuttle flight on this mission to the International Space Station aboard Space Shuttle Atlantis. On its second attempt for launch, Atlantis is scheduled to lift off at 11:41 a.m. EDT today from Launch Pad 39B. During the STS-115 mission, Atlantis' astronauts will deliver and install the 17.5-ton, bus-sized P3/P4 integrated truss segment on the station. The girder-like truss includes a set of giant solar arrays, batteries and associated electronics and will provide one-fourth of the total power-generation capability for the completed station. This mission is the 116th space shuttle flight, the 27th flight for orbiter Atlantis, and the 19th U.S. flight to the ISS. STS-115 is scheduled to last 11 days with a planned landing at KSC. Photo credit: NASA/Kim Shiflett

As-Fabricated Reinforced Carbon/Carbon Characterized

NASA Technical Reports Server (NTRS)

Jacobson, Nathan S.; Calomino, Anthony M.; Webster, Neal

2004-01-01

Reinforced carbon/carbon (RCC) is a critical material for the space shuttle orbiter. It is used on the wing leading edge and the nose cap, where maximum temperatures are reached on reentry. The existing leading-edge system is a single-plate RCC composite construction with a wall thickness of approximately 1/4 in., making it a prime reliant protection scheme for vehicle operation.

Commander Crippen at Forward Flight Deck Commanders Station

NASA Image and Video Library

1983-06-24

STS007-31-1614 & S83-35775 (24 June 1983) --- Astronaut Robert L. Crippen is seen at the commander’s station of the Space Shuttle Challenger as it passes through the Earth’s atmosphere on re-entry. The friction results in a pinkish glow visible through the forward windows on the flight deck. The scene was exposed with a 35mm camera.

Rewaterproofing Chemical For Use With Silicones

NASA Technical Reports Server (NTRS)

Hill, William L.; Mitchell, Shirley M.; Massey, Howard S.

1990-01-01

Agent restores impermeability without degrading silicone adhesives and substructures. Dimethylethoxysilane (DMES) found to rewaterproof tiles and composite panels internally without harming materials that underlie them. Replaces hexamethyldisilazane (HMDS) as postmission rewaterproofing agent for tiles of thermal-protection system on Space Shuttle. Much of original waterproofing lost during rigors of launch and reentry. Potential terrestrial application includes composite materials in such structures as bridges and submarines.

Reentry heating analysis of space shuttle with comparison of flight data

NASA Technical Reports Server (NTRS)

Gong, L.; Quinn, R. D.; Ko, W. L.

1982-01-01

Surface heating rates and surface temperatures for a space shuttle reentry profile were calculated for two wing cross sections and one fuselage cross section. Heating rates and temperatures at 12 locations on the wing and 6 locations on the fuselage are presented. The heating on the lower wing was most severe, with peak temperatures reaching values of 1240 C for turbulent flow and 900 C for laminar flow. For the fuselage, the most severe heating occured on the lower glove surface where peak temperatures of 910 C and 700 C were calculated for turbulent flow and laminar flow, respectively. Aluminum structural temperatures were calculated using a finite difference thermal analyzer computer program, and the predicted temperatures are compared to measured flight data. Skin temperatures measured on the lower surface of the wing and bay 1 of the upper surface of the wing agreed best with temperatures calculated assuming laminar flow. The measured temperatures at bays two and four on the upper surface of the wing were in quite good agreement with the temperatures calculated assuming separated flow. The measured temperatures on the lower forward spar cap of bay four were in good agreement with values predicted assuming laminar flow.

Remote observations of reentering spacecraft including the space shuttle orbiter

NASA Astrophysics Data System (ADS)

Horvath, Thomas J.; Cagle, Melinda F.; Grinstead, Jay H.; Gibson, David M.

Flight measurement is a critical phase in development, validation and certification processes of technologies destined for future civilian and military operational capabilities. This paper focuses on several recent NASA-sponsored remote observations that have provided unique engineering and scientific insights of reentry vehicle flight phenomenology and performance that could not necessarily be obtained with more traditional instrumentation methods such as onboard discrete surface sensors. The missions highlighted include multiple spatially-resolved infrared observations of the NASA Space Shuttle Orbiter during hypersonic reentry from 2009 to 2011, and emission spectroscopy of comparatively small-sized sample return capsules returning from exploration missions. Emphasis has been placed upon identifying the challenges associated with these remote sensing missions with focus on end-to-end aspects that include the initial science objective, selection of the appropriate imaging platform and instrumentation suite, target flight path analysis and acquisition strategy, pre-mission simulations to optimize sensor configuration, logistics and communications during the actual observation. Explored are collaborative opportunities and technology investments required to develop a next-generation quantitative imaging system (i.e., an intelligent sensor and platform) with greater capability, which could more affordably support cross cutting civilian and military flight test needs.

Remote Observations of Reentering Spacecraft Including the Space Shuttle Orbiter

NASA Technical Reports Server (NTRS)

Horvath, Thomas J.; Cagle, Melinda F.; Grinstead, jay H.; Gibson, David

2013-01-01

Flight measurement is a critical phase in development, validation and certification processes of technologies destined for future civilian and military operational capabilities. This paper focuses on several recent NASA-sponsored remote observations that have provided unique engineering and scientific insights of reentry vehicle flight phenomenology and performance that could not necessarily be obtained with more traditional instrumentation methods such as onboard discrete surface sensors. The missions highlighted include multiple spatially-resolved infrared observations of the NASA Space Shuttle Orbiter during hypersonic reentry from 2009 to 2011, and emission spectroscopy of comparatively small-sized sample return capsules returning from exploration missions. Emphasis has been placed upon identifying the challenges associated with these remote sensing missions with focus on end-to-end aspects that include the initial science objective, selection of the appropriate imaging platform and instrumentation suite, target flight path analysis and acquisition strategy, pre-mission simulations to optimize sensor configuration, logistics and communications during the actual observation. Explored are collaborative opportunities and technology investments required to develop a next-generation quantitative imaging system (i.e., an intelligent sensor and platform) with greater capability, which could more affordably support cross cutting civilian and military flight test needs.

A Review of Microgravity Levels on Ten OARE Shuttle Missions

NASA Technical Reports Server (NTRS)

McPherson, Kevin M.

1998-01-01

The Orbital Acceleration Research Experiment (OARE) is an accelerometer package with nano-g sensitivity and on-orbit bias calibration capabilities. The OARE consists of a three axis miniature electrostatic accelerometer (MESA), a full in-flight bias and scale factor calibration station, and an on-board microprocessor for experiment control and data storage. Originally designed to measure and record the aerodynamic acceleration environment of the NASA Space Shuttles during re-entry, the OARE has been used on ten shuttle missions to measure the quasi-steady acceleration environment (<1 Hz) of the Orbiter while in low-Earth orbit. The effects on the quasi-steady acceleration environment from Orbiter systems, Orbiter attitude, Orbiter altitude, and crew activity are well understood as a result of these ten shuttle missions. This knowledge of the quasi-steady acceleration realm has direct application to understanding the quasi-steady acceleration environment expected for the International Space Station (ISS). This paper will summarize the more salient aspects of this quasi-steady acceleration knowledge base.

STS-114: Discovery Return to Flight: Langley Engineers Analysis Briefing

NASA Technical Reports Server (NTRS)

2005-01-01

This video features a briefing on NASA Langley Research Center (LaRC) contributions to the Space Shuttle fleet's Return to Flight (RTF). The briefing is split into two sections, which LaRC Shuttle Project Manager Robert Barnes and Deputy Manager Harry Belvin deliver in the form of a viewgraph presentation. Barnes speaks about LaRC contributions to the STS-114 mission of Space Shuttle Discovery, and Belvin speaks about LaRC contributions to subsequent Shuttle missions. In both sections of the briefing, LaRC contributions are in the following areas: External Tank (ET), Orbiter, Systems Integration, and Corrosion/Aging. The managers discuss nondestructive and destructive tests performed on ET foam, wing leading edge reinforced carbon-carbon (RCC) composites, on-orbit tile repair, aerothermodynamic simulation of reentry effects, Mission Management Team (MMT) support, and landing gear tests. The managers briefly answer questions from reporters, and the video concludes with several short video segments about LaRC contributions to the RTF effort.

STS-93 orbiter Columbia streaks across Houston sky

NASA Image and Video Library

1999-07-27

S99-08357 (27 July 1999) --- The fly-over of Space Shuttle Columbia's STS-93 re-entry is seen above the Johnson Space Center's Rocket Park. The Saturn V is below the streak that was left by Columbia re-entering the atmosphere. The image was captured with a Hasselblad 503cx medium format camera with a 30mm Hasselblad lens using an 8-second exposure and an aperture setting of f/8. The film was Kodak PMZ 1000 color negative film. The photographer was Mark Sowa of the NASA Johnson Space Center's photography group.

Comparative performance of a modified Space Shuttle Reentry Anti-G Suit (REAGS) with and without pressure socks

NASA Technical Reports Server (NTRS)

Krutz, R. W., Jr.; Ripley, G. L.; Marshall, J. A.; Sawin, C. F.

1994-01-01

In a prior study, the Armstrong Laboratory (AL) demonstrated that +G(sub z) protection during simulated shuttle reentry could be improved with an extended coverage anti-G suit with pressure socks but no abdominal bladder (REAGS). In a subsequent study conducted at the NASA Johnson Space Center it was shown that REAGS had a down side which included restricted mobility (during simulated shuttle egress) and a larger boot size needed for the pressure socks. The present study was conducted using a modified REAGS to increase mobility during egress. The size of the crotch opening was increased, and the fabric covering the buttocks was replaced with more elastic material. Six healthy male members of the AL centrifuge panel served as subjects for the study. As in the earlier study, subjects received 20 to 35 mg of IV Lasix approximately 6 hours before being exposed to a simulated space shuttle reentry +G(sub z) profile on the AL centrifuge, which induced a mean weight loss of 2.8 percent, range 2.1 percent to 3.7 percent. The REAGS was inflated to 1.0 psig 10 minutes prior to G onset. The G-profile was identical to that used in the previous REAGS study. Physiologic parameters monitored were also the same, i.e., eye-level systolic blood pressure (ELBP) using the Finapres digital cuff technique and heart rate and rhythm. Subjective comments were obtained from questionnaires administered after the increased G exposure. Systolic ELBP was maintained at 60 mm Hg or above by pressurizing the anti-G suit in 0.5 psig increments up to a maximum pressure of 2.5 psig. There were no significant differences in mean G-suit pressure required to maintain systolic ELBP at 60 mm Hg or above between the REAGS worn with and without pressure socks. Maximum mean G-levels achieved during the GOR were also the same under both experimental conditions, i.e., 4.7 G with socks and 4.6 G without socks. These G-levels were essentially the same as recorded earlier with the unmodified REAGS. There were no significant differences in comfort rating during the G exposure assigned by subjects when they wore the modified REAGS with or without the pressure socks.

Review of primary spaceflight-induced and secondary reloading-induced changes in slow antigravity muscles of rats

NASA Astrophysics Data System (ADS)

Riley, D. A.

We have examined the light and electron microscopic properties of hindlimb muscles of rats flown in space for 1-2 weeks on Cosmos biosatellite flights 1887 and 2044 and Space Shuttle missions Spacelab-3, Spacelab Life Sciences-1 and Spacelab Life Sciences-2. Tissues were obtained both inflight and postflight permitting definition of primary microgravity-induced changes and secondary reentry and gravity reloading-induced alterations. Spaceflight causes atrophy and expression of fast fiber characteristics in slow antigravity muscles. The stresses of reentry and reloading reveal that atrophic muscles show increased susceptibility to interstitial edema and ischemic-anoxic necrosis as well as muscle fiber tearing with disruption of contractile proteins. These results demonstrate that the effects of spaceflight on skeletal muscle are multifaceted, and major changes occur both inflight and following return to Earth's gravity.

Review of primary spaceflight-induced and secondary reloading-induced changes in slow antigravity muscles of rats.

PubMed

Riley, D A

1998-01-01

We have examined the light and electron microscopic properties of hindlimb muscles of rats flown in space for 1-2 weeks on Cosmos biosatellite flights 1887 and 2044 and Space Shuttle missions Spacelab-3, Spacelab Life Sciences-1 and Spacelab Life Sciences-2. Tissues were obtained both inflight and postflight permitting definition of primary microgravity-induced changes and secondary reentry and gravity reloading-induced alterations. Spaceflight causes atrophy and expression of fast fiber characteristics in slow antigravity muscles. The stresses of reentry and reloading reveal that atrophic muscles show increased susceptibility to interstitial edema and ischemic-anoxic necrosis as well as muscle fiber tearing with disruption of contractile proteins. These results demonstrate that the effects of spaceflight on skeletal muscle are multifaceted, and major changes occur both inflight and following return to Earth's gravity.

Deflection Analysis of the Space Shuttle External Tank Door Drive Mechanism

NASA Technical Reports Server (NTRS)

Tosto, Michael A.; Trieu, Bo C.; Evernden, Brent A.; Hope, Drew J.; Wong, Kenneth A.; Lindberg, Robert E.

2008-01-01

Upon observing an abnormal closure of the Space Shuttle s External Tank Doors (ETD), a dynamic model was created in MSC/ADAMS to conduct deflection analyses for assessing whether the Door Drive Mechanism (DDM) was subjected to excessive additional stress, and more importantly, to evaluate the magnitude of the induced step or gap with respect to shuttle s body tiles. To model the flexibility of the DDM, a lumped parameter approximation was used to capture the compliance of individual parts within the drive linkage. These stiffness approximations were then validated using FEA and iteratively updated in the model to converge on the actual distributed parameter equivalent stiffnesses. The goal of the analyses is to determine the deflections in the mechanism and whether or not the deflections are in the region of elastic or plastic deformation. Plastic deformation may affect proper closure of the ETD and would impact aero-heating during re-entry.

Study of Uncertainties of Predicting Space Shuttle Thermal Environment. [impact of heating rate prediction errors on weight of thermal protection system

NASA Technical Reports Server (NTRS)

Fehrman, A. L.; Masek, R. V.

1972-01-01

Quantitative estimates of the uncertainty in predicting aerodynamic heating rates for a fully reusable space shuttle system are developed and the impact of these uncertainties on Thermal Protection System (TPS) weight are discussed. The study approach consisted of statistical evaluations of the scatter of heating data on shuttle configurations about state-of-the-art heating prediction methods to define the uncertainty in these heating predictions. The uncertainties were then applied as heating rate increments to the nominal predicted heating rate to define the uncertainty in TPS weight. Separate evaluations were made for the booster and orbiter, for trajectories which included boost through reentry and touchdown. For purposes of analysis, the vehicle configuration is divided into areas in which a given prediction method is expected to apply, and separate uncertainty factors and corresponding uncertainty in TPS weight derived for each area.

The Columbia Accident Investigation and The NASA Glenn Ballistic Impact Laboratory Contributions Supporting NASA's Return to Flight

NASA Technical Reports Server (NTRS)

Melis, Matthew E.

2007-01-01

On February 1, 2003, the Space Shuttle Columbia broke apart during reentry, resulting in loss of the vehicle and its seven crewmembers. For the next several months, an extensive investigation of the accident ensued involving a nationwide team of experts from NASA, industry, and academia, spanning dozens of technical disciplines. The Columbia Accident Investigation Board (CAIB), a group of experts assembled to conduct an investigation independent of NASA, concluded in August, 2003 that the most likely cause of the loss of Columbia and its crew was a breach in the left wing leading edge Reinforced Carbon-Carbon (RCC) thermal protection system initiated by the impact of thermal insulating foam that had separated from the orbiters external fuel tank 81 seconds into the mission's launch. During reentry, this breach allowed superheated air to penetrate behind the leading edge and erode the aluminum structure of left wing, which ultimately led to the breakup of the orbiter. The findings of the CAIB were supported by ballistic impact tests, which simulated the physics of External Tank Foam impact on the RCC wing leading edge material. These tests ranged from fundamental material characterization tests to full-scale Orbiter Wing Leading Edge tests. Following the accident investigation, NASA spent the next 18 months focused on returning the shuttle safely to flight. In order to fully evaluate all potential impact threats from the many debris sources on the Space Shuttle during ascent, NASA instituted a significant impact testing program. The results from these tests led to the validation of high-fidelity computer models, capable of predicting actual or potential Shuttle impact events, were used in the certification of STS-114, NASA s Return to Flight Mission, as safe to fly. This presentation will provide a look into the inner workings of the Space Shuttle and a behind the scenes perspective on the impact analysis and testing done for the Columbia Accident Investigation and NASA's Return to Flight programs. In addition, highlights from recent Shuttle missions are presented.

Characterization of Space Shuttle External Tank Thermal Protection System (TPS) Materials in Support of the Columbia Accident Investigation

NASA Technical Reports Server (NTRS)

Wingard, Charles D.

2004-01-01

NASA suffered the loss of the seven-member crew of the Space Shuttle Columbia on February 1, 2003 when the vehicle broke apart upon re-entry to the Earth's atmosphere. The final report of the Columbia Accident Investigation Board (CAIB) determined that the accident was caused by a launch ascent incident-a suitcase-sized chunk of insulating foam on the Shuttle's External Tank (ET) broke off, and moving at almost 500 mph, struck an area of the leading edge of the Shuttle s left wing. As a result, one or more of the protective Reinforced Carbon-Carbon (RCC) panels on the wing leading edge were damaged. Upon re-entry, superheated air approaching 3,000 F breached the wing damage and caused the vehicle breakup and loss of crew. The large chunk of insulating foam that broke off during the Columbia launch was determined to come from the so-called bipod ramp area where the Shuttle s orbiter (containing crew) is attached to the ET. Underneath the foam in the bipod ramp area is a layer of TPS that is a cork-filled silicone rubber composite. In March 2003, the NASA Marshall Space Flight Center (MSFC) in Huntsville, Alabama received cured samples of the foam and composite for testing from the Michoud Assembly Facility (MAF) in New Orleans, Louisiana. The MAF is where the Shuttle's ET is manufactured. The foam and composite TPS materials for the ET have been well characterized for mechanical property data at the super-cold temperatures of the liquid oxygen and hydrogen fuels used in the ET. However, modulus data on these materials is not as well characterized. The TA Instruments 2980 Dynamic Mechanical Analyzer (DMA) was used to determine the modulus of the two TPS materials over a range of -145 to 95 C in the dual cantilever bending mode. Multi-strain, fixed frequency DMA tests were followed by multi-frequency, fixed strain tests to determine the approximate bounds of linear viscoelastic behavior for the two materials. Additional information is included in the original extended abstract.

Project EGRESS: The design of an assured crew return vehicle for the space station

NASA Technical Reports Server (NTRS)

1990-01-01

Keeping preliminary studies by NASA in mind, an Assured Crew Return Vehicle (ACRV) was developed. The system allows the escape of one or more crew members from Space Station Freedom in case of emergency. The design of the vehicle addresses propulsion, orbital operations, reentry, landing and recovery, power and communication, and life support. In light of recent modifications in Space Station design, Project EGRESS (Earthbound Guaranteed ReEntry from Space Station) pays particular attention to its impact on Space Station operations, interfaces and docking facilities, and maintenance needs. A water landing, medium lift vehicle was found to best satisfy project goals of simplicity and cost efficiency without sacrificing the safety and reliability requirements. With a single vehicle, one injured crew member could be returned to Earth with minimal pilot involvement. Since the craft is capable of returning up to five crew members, two such permanently docked vehicles would allow full evacuation of the Space Station. The craft could be constructed entirely with available 1990 technology and launched aboard a shuttle orbiter.

Producing the high temperature reusable surface insulation for the thermal protection system of the Space Shuttle

NASA Technical Reports Server (NTRS)

Forgsberg, K.

1979-01-01

The primary insulation system used to protect the space shuttle orbiter on reentry is an externally attached, rigidized, fibrous silica which has been machined into tiles. The tiles constitute the temperature reusable surface insulation system and are used on over 70 percent of the vehicle exterior surface where peak temperatures range from 400 to 1260 C. Cargon-carbon leading edges are used in areas where peak temperatures exceed 1650 C and a felt flexible insulation is used in regions below 400 C. Approximately 32,000 tiles are used in the HRST system and because of vehicle configuration, aerodynamic requirements, and weight considerations no two tiles are alike. Fabrication and quality control procedures are described.

KSC-98pc1799

NASA Image and Video Library

1998-12-04

STS-88 Mission Specialist Jerry L. Ross is assisted with his ascent and re-entry flight suit in the white room at Launch Pad 39A before entering Space Shuttle Endeavour for launch. During the nearly 12-day mission, the six-member crew will mate the first two elements of the International Space Station the already-orbiting Zarya control module with the Unity connecting module carried by Endeavour. He is making his sixth spaceflight and is one of two extravehicular activity crew members on this mission

Development of advanced materials composites for use as insulations for LH2 tanks

NASA Technical Reports Server (NTRS)

Lemons, C. R.; Watts, C. R.; Salmassy, O. K.

1972-01-01

A study of internal insulation materials and fabrication processes for space shuttle LH2 tanks is reported. Emphasis was placed on an insulation system capable of reentry and multiple reuse in the Shuttle environment. Results are given on the optimization and manufacturing process scale-up of a 3D fiberreinforced foam insulation, BX-251-3D, derived from the Saturn S-4B internal insulation. It is shown that BX-251-3D can be satisfactorily installed in large-scale tanks under conditions that will permit a significant cost saving over the existing S-4B technology.

Correlation of predicted and measured sonic boom characteristics from the reentry of STS-1 orbiter

NASA Technical Reports Server (NTRS)

Garcia, F., Jr.; Jones, J. H.; Henderson, H. R.

1985-01-01

Characteristics from sonic boom pressure signatures recorded at 11 locations during reentry of the Space Shuttle Orbiter Columbia are correlated with characteristics of wind tunnel signatures extrapolated from flight altitudes for Mach numbers ranging from 1.23 to 5.87. The flight pressure signature were recorded by microphones positioned at two levels near the descent groundtrack along the California corridor. The wind tunnel signatures used in theoretical predictions were measured using a 0.0041-scale model Orbiter. The mean difference between all measured and predicted overpressures is 12 percent from measured levels. With one exception, the flight signatures are very similar to theoretical n-waves.

Space Shuttle: Reentry stability and performance characteristics in the transonic and supersonic flight regimes of the Boeing ballistic recoverable booster

NASA Technical Reports Server (NTRS)

Houser, J.; Vanderleest, S.

1972-01-01

Experimental aerodynamic investigations were made in transonic and supersonic wind tunnels on a .008899 scale model of the Boeing model 979-145 Ballistic Recoverable Booster. The purpose of the tests was to define the stability and performance characteristics of the BRB at re-entry attitudes in the transonic and supersonic flight regimes. Data were obtained over a Mach number range from 0.6 to 4.0 at angles of attack between 50 deg and 85 deg at zero sideslip and at angles of sideslip between -17.5 deg and +15 deg at angles of attack between 50 deg and 85 deg.

Fundamental studies on the nature and properties of ceramic fiber insulation

NASA Technical Reports Server (NTRS)

Mueller, J. I.; Whittemore, O. J., Jr.; Scott, W. D.; Miller, A. D.; Smiser, L. W.; Leiser, D. B.

1975-01-01

Silica and mullite fibers used to fabricate reusable surface insulation (RSI) for the space shuttle orbiter may devitrify/recrystallize within the temperature range anticipated upon reentry. This is shown to be dependent upon impurity level, temperature, and time at temperature. It is determined that the effects of the material improvement and optimization program are positive. The degree of crystallinity is shown to have a predominant effect upon the strength of fabricated RSI tile, and limits are determined. Models are developed to predict tensile strengths and shrinkage rates of silica tile based upon readily measurable parameters. Thermal cycling which simulates reentry results in an increase in the crystallinity and in the porosity of tile coatings.

Thermodynamic energy balance equations for Space Shuttle Orbiter gas compartment during ascent and re-entry

NASA Technical Reports Server (NTRS)

Ting, P. C.

1982-01-01

Thermodynamic energy balance equations are derived and applied to midsection Orbiter-payload atmospheric thermal math models (TMMs) to predict Orbiter component, element, compartment, internal insolation and structure temperatures in support of NASA/JSC mission planning, postflight thermal analysis and payload thermal integration planning. The equations are extended and applied to the forward section, midsection, and aft section of the TMMs for five Orbiter mission phases: prelaunch on pad with purge, lift-off to ascent, re-entry to touchdown, post landing without purge, and post-landing with purge. Predicted results from the 390 node/DFI atmospheric TMM are in good agreement with STS-1 flight measurement data.

Centerline latch tool for contingency orbiter door closure

NASA Technical Reports Server (NTRS)

Trevino, R. C.

1982-01-01

The centerline latch tool was designed and developed as an EVA manual backup device for latching the Space Shuttle Orbiter's payload bay doors for reentry in case of a failure of the existing centerline latches to operate properly. The tool was designed to satisfy a wide variety of structural, mechanical, and EVA requirements. It provides a load path for forces on the payload bay doors during reentry. Since the tool would be used by an EVA crewmember, control, handgrips, operating forces, and procedures must be within the capabilities of a partially restrained, suited crewmember in a zero-gravity environment. The centerline latch tool described was designed, developed, and tested to meet these requirements.

Results of an investigation of the 0.003-scale space shuttle external tank MSFC model 460 in the NASA/MSFC 14 x 14 inch Trisonic Wind Tunnel to determine static pressure distributions during reentry (TA2F), volume 3

NASA Technical Reports Server (NTRS)

Ramsey, P. E.; Winkler, G. W.

1975-01-01

Static pressure distributions for the external tank (ET) at reentry conditions are presented. Basic configuration of the model was the MCR 0200 ET modified to include a rectangular crossbar at the aft ET/orbiter attach point. Mach numbers were 1.96, 3.48, and 4.96. Reynolds number per foot at these Mach numbers were 6.95 million, 6.42 million, and 4.95 million, respectively. Angle of attack range was -8 to 100 degrees and roll angle was 0 to 315 degrees.

Application of the FADS system on the Re-entry Module

NASA Astrophysics Data System (ADS)

Zhen, Huang

2016-07-01

The aerodynamic model for Flush Air Data Sensing System (FADS) is built based on the surface pressure distribution obtained through the pressure orifices laid on specific positions of the surface,and the flight parameters,such as angle of attack,angle of side-slip,Mach number,free-stream static pressure and dynamic pressure are inferred from the aerodynamic model.The flush air data sensing system (FADS) has been used on several flight tests of aircraft and re-entry vehicle,such as,X-15,space shuttle,F-14,X-33,X-43A and so on. This paper discusses the application of the FADS on the re-entry module with blunt body to obtain high-precision aerodynamic parameters.First of all,a basic theory and operating principle of the FADS is shown.Then,the applications of the FADS on typical aircrafts and re-entry vehicles are described.Thirdly,the application mode on the re-entry module with blunt body is discussed in detail,including aerodynamic simulation,pressure distribution,trajectory reconstruction and the hardware shoule be used,such as flush air data sensing system(FADS),inertial navigation system (INS),data acquisition system,data storage system.Finally,ablunt module re-entry flight test from low earth orbit (LEO) is planned to obtain aerodynamic parameters and amend the aerodynamic model with this FADS system data.The results show that FADS system can be applied widely in re-entry module with blunt bodies.

Shuttle Debris Impact Tool Assessment Using the Modern Design of Experiments

NASA Technical Reports Server (NTRS)

DeLoach, R.; Rayos, E. M.; Campbell, C. H.; Rickman, S. L.

2006-01-01

Computational tools have been developed to estimate thermal and mechanical reentry loads experienced by the Space Shuttle Orbiter as the result of cavities in the Thermal Protection System (TPS). Such cavities can be caused by impact from ice or insulating foam debris shed from the External Tank (ET) on liftoff. The reentry loads depend on cavity geometry and certain Shuttle state variables, among other factors. Certain simplifying assumptions have been made in the tool development about the cavity geometry variables. For example, the cavities are all modeled as shoeboxes , with rectangular cross-sections and planar walls. So an actual cavity is typically approximated with an idealized cavity described in terms of its length, width, and depth, as well as its entry angle, exit angle, and side angles (assumed to be the same for both sides). As part of a comprehensive assessment of the uncertainty in reentry loads estimated by the debris impact assessment tools, an effort has been initiated to quantify the component of the uncertainty that is due to imperfect geometry specifications for the debris impact cavities. The approach is to compute predicted loads for a set of geometry factor combinations sufficient to develop polynomial approximations to the complex, nonparametric underlying computational models. Such polynomial models are continuous and feature estimable, continuous derivatives, conditions that facilitate the propagation of independent variable errors. As an additional benefit, once the polynomial models have been developed, they require fewer computational resources to execute than the underlying finite element and computational fluid dynamics codes, and can generate reentry loads estimates in significantly less time. This provides a practical screening capability, in which a large number of debris impact cavities can be quickly classified either as harmless, or subject to additional analysis with the more comprehensive underlying computational tools. The polynomial models also provide useful insights into the sensitivity of reentry loads to various cavity geometry variables, and reveal complex interactions among those variables that indicate how the sensitivity of one variable depends on the level of one or more other variables. For example, the effect of cavity length on certain reentry loads depends on the depth of the cavity. Such interactions are clearly displayed in the polynomial response models.

Thermal design of the space shuttle solid rocket booster

NASA Technical Reports Server (NTRS)

Fisher, R. R.; Vaniman, J. L.; Patterson, W. J.

1985-01-01

The thermal protection systems (TPS) to meet the quick turnaround and low cost required for reuse of the solid rocket booster (SRB) hardware. The TPS development considered the ease of application, changing ascent/reentry environments, and the problem of cleaning the residual insulation upon recovery. A sprayable ablator TPS material was developed. The challenges involved in design and development of this thermal system are discussed.

Improved coating for silica fiber based ceramic Reusable Surface Insulation (CRSI)

NASA Technical Reports Server (NTRS)

Ormiston, T. J.

1974-01-01

A series of coatings was developed for the space shuttle type silica fiber insulation system and characterized for optical and physical properties. Reentry simulation tests were run using a radiant panel and also using a hypersonic plasma arc. The coatings produced had improved physical and optical properties as well as greater reuse capability over the GE version of the JSC-0042 coating.

NASA's extended duration orbiter medical program

NASA Technical Reports Server (NTRS)

Pool, Sam Lee; Sawin, Charles F.

1992-01-01

The physiological issues involved in safely extending Shuttle flights from 10 to 16 days have been viewed by some as academic. After all, they reasoned, humans already have lived and worked in space for periods exceeding even 28 days in the United States Skylab Program and onboard the Russian space stations. The difference in the Shuttle program is in the physical position of the astronauts as they reenter the Earth's atmosphere. Crewmembers in the earlier Apollo, Skylab, and Russian programs were returned to Earth in the supine position. Space Shuttle crewmembers, in contrast, are seated upright during reentry and landing; reexperiencing the Earth's g forces in this position has far more pronounced effects on the crewmember's physiological functions. The goal of the Extended Duration Orbiter (EDO) Medical Project (EDOMP) has been to ensure that crewmembers maintain physiological reserves sufficient to perform entry, landing, and egress safely. Early in the Shuttle Program, it became clear that physiological deconditioning during space flight could produce significant symptoms upon return to Earth. The signs and symptoms observed during the entry, landing, and egress after Shuttle missions have included very high heart rates and low blood pressures upon standing. Dizziness, 'graying out,' and fainting have occurred on ambulation or shortly thereafter. Other symptoms at landing have included headache, light-headedness, nausea and vomitting, leg cramping, inability to stand for several minutes after wheel-stop, and unsteadiness of gait.

Extended duration orbiter medical project countermeasure to reduce post space flight orthostatic intolerance (LBNP) (STS-50/USML-1)

NASA Technical Reports Server (NTRS)

Charles, John B.; Boettcher, Sheila W.

1994-01-01

During the STS-50/USML-1 mission and five other Shuttle flights, decompression of the legs and lower abdomen ('lower body negative pressure,' LBNP) was used: (1) to apply a standardized stress to the cardiovascular system, to document the loss of orthostatic function during an extended period in weightlessness, and (2) to test its efficacy as a treatment which may be used to protect astronauts from gravitationally-induced fainting during and after reentry on Space Shuttle flights. The loss of orthostatic tolerance (as determined by LBNP) occured even earlier than indicated by similar testing on Skylab (1973-1974). The treatment was shown to be effective in reversing some of the effects of extended weightlessness on the cardiovascular system for at least one day after treatment.

Solution accuracies of finite element reentry heat transfer and thermal stress analyses of Space Shuttle Orbiter

NASA Technical Reports Server (NTRS)

Ko, William L.

1988-01-01

Accuracies of solutions (structural temperatures and thermal stresses) obtained from different thermal and structural FEMs set up for the Space Shuttle Orbiter (SSO) are compared and discussed. For studying the effect of element size on the solution accuracies of heat-transfer and thermal-stress analyses of the SSO, five SPAR thermal models and five NASTRAN structural models were set up for wing midspan bay 3. The structural temperature distribution over the wing skin (lower and upper) surface of one bay was dome shaped and induced more severe thermal stresses in the chordwise direction than in the spanwise direction. The induced thermal stresses were extremely sensitive to slight variation in structural temperature distributions. Both internal convention and internal radiation were found to have equal effects on the SSO.

Hypersonic rarefied-flow aerodynamics inferred from Shuttle Orbiter acceleration measurements

NASA Technical Reports Server (NTRS)

Blanchard, R. C.; Hinson, E. W.

1989-01-01

Data obtained from multiple flights of sensitive accelerometers on the Space Shuttle Orbiter during reentry have been used to develop an improved aerodynamic model for the Orbiter normal- and axial-force coefficients in hypersonic rarefied flow. The lack of simultaneous atmospheric density measurements was overcome in part by using the ratio of normal-to-axial acceleration, in which density cancels, as a constraint. Differences between the preflight model and the flight-acceleration-derived model in the continuum regime are attributed primarily to real gas effects. New insights are gained into the variation of the force coefficients in the transition between the continuum regime and free molecule flow.

Testing the Shuttle heat-protection armor

NASA Technical Reports Server (NTRS)

Strouhal, G.; Tillian, D. J.

1976-01-01

The article deals with the thermal protection system (TPS) designed to keep Space Shuttle structures at 350 F ratings over a wide range of temperatures encountered in orbit, but also during prelaunch, launch, deorbit and re-entry, landing and turnaround. The structure, function, fabrication, and bonding of various types of reusable surface insulation and composite materials are described. Test programs are developed for insulation, seals, and adhesion bonds; leak tests and acoustic fatigue tests are mentioned. Test facilities include arc jets, radiant heaters, furnaces, and heated tunnels. The certification tests to demonstrate TPS reusability, structural integrity, thermal performance, and endurance will include full-scale assembly tests and initial orbital flight tests.

KSC-2011-5243

NASA Image and Video Library

2011-07-08

CAPE CANAVERAL, Fla. -- A media event was held for the Multi-Purpose Crew Vehicle (MPCV) that was on display in a tent on the grounds of the Press Site at NASA's Kennedy Space Center in Florida during launch activities for space shuttle Atlantis' STS-135 mission to the International Space Station. The MPCV is based on the Orion design requirements for traveling beyond low Earth orbit and will serve as the exploration vehicle that will carry the crew to space, provide emergency abort capability, sustain the crew during the space travel, and provide safe re-entry from deep space return velocities. Atlantis began its final flight, with Commander Chris Ferguson, Pilot Doug Hurley and Mission Specialists Sandy Magnus and Rex Walheim on board, at 11:29 a.m. EDT July 8 to deliver the Raffaello multi-purpose logistics module packed with supplies and spare parts to the station. Also in Atlantis' payload bay is the Robotic Refueling Mission experiment that will investigate the potential for robotically refueling existing satellites in orbit. In addition, Atlantis will return with a failed ammonia pump module to help NASA better understand the failure mechanism and improve pump designs for future systems. STS-135 is the 33rd flight of Atlantis, the 37th shuttle mission to the space station, and the 135th and final mission of NASA's Space Shuttle Program. For more information, visit www.nasa.gov/mission_pages/shuttle/shuttlemissions/sts135/index.html. Photo credit: NASA/Jim Grossmann

Glenn Refractory Adhesive for Bonding and Exterior Repair (GRABER) Developed for Repairing Shuttle Damage

NASA Technical Reports Server (NTRS)

Singh, Mrityunjay; Shpargel, Tarah P.

2005-01-01

Advanced in-space repair technologies for reinforced carbon/carbon composite (RCC) thermal protection system (TPS) structures are critically needed for the space shuttle Return To Flight (RTF) efforts. These technologies are also critical for the repair and refurbishment of thermal protection system structures of future Crew Exploration Vehicles of space exploration programs. The Glenn Refractory Adhesive for Bonding and Exterior Repair (GRABER) material developed at the NASA Glenn Research Center has demonstrated capabilities for repair of small cracks and damage in RCC leading-edge material. The concept consists of preparing an adhesive paste of desired ceramic in a polymer/phenolic resin matrix with appropriate additives, such as surfactants, and then applying the paste into the damaged or cracked area of the RCC composite components with caulking guns. The adhesive paste cures at 100 to 120 C and transforms into a high-temperature ceramic during simulated vehicle reentry testing conditions.

KSC-98pc508

NASA Image and Video Library

1998-04-17

KENNEDY SPACE CENTER, FLA. -- STS-90 Mission Specialist Dafydd (Dave) Williams, M.D., with the Canadian Space Agency is assisted by NASA and United Space Alliance closeout crew members immediately preceding launch for the nearly 17-day Neurolab mission. Investigations during the Neurolab mission will focus on the effects of microgravity on the nervous system. Seen behind Williams also in an orange launch and re-entry suit is Mission Specialist Richard Linnehan, D.V.M. Williams and six fellow crew members will shortly enter the orbiter at KSC's Launch Pad 39B, where the Space Shuttle Columbia will lift off during a launch window that opens at 2:19 p.m. EDT, April 17

A real-time digital computer program for the simulation of automatic spacecraft reentries

NASA Technical Reports Server (NTRS)

Kaylor, J. T.; Powell, L. F.; Powell, R. W.

1977-01-01

The automatic reentry flight dynamics simulator, a nonlinear, six-degree-of-freedom simulation, digital computer program, has been developed. The program includes a rotating, oblate earth model for accurate navigation calculations and contains adjustable gains on the aerodynamic stability and control parameters. This program uses a real-time simulation system and is designed to examine entries of vehicles which have constant mass properties whose attitudes are controlled by both aerodynamic surfaces and reaction control thrusters, and which have automatic guidance and control systems. The program has been used to study the space shuttle orbiter entry. This report includes descriptions of the equations of motion used, the control and guidance schemes that were implemented, the program flow and operation, and the hardware involved.

Space shuttle: Heat transfer rate measurements on Convair booster (B-15B-2) and North American Rockwell orbiter (161B) at nominal Mach number of 8

NASA Technical Reports Server (NTRS)

Warmbrod, J. D.; Martindale, W. R.; Matthews, R. K.

1971-01-01

Plotted and tabulated data from the thin-skin thermocouple phase of an experimental test program are presented. These data are representative of three events of simulated flight and are described as booster-orbiter ascent heating data, booster reentry heating data, and orbiter reentry heating data. The test was conducted in a 50-inch hypersonic tunnel b at a nominal Mach number of 8 and free-stream Reynolds number range of 700,000 to 3,700,000 per foot. The model employed was a 0.009 scale replica of the Convair B-15B-2 booster and North American Rockwell 161B orbiter.

Evaluation of non-intrusive flow measurement techniques for a re-entry flight experiment

NASA Technical Reports Server (NTRS)

Miles, R. B.; Santavicca, D. A.; Zimmermann, M.

1983-01-01

This study evaluates various non-intrusive techniques for the measurement of the flow field on the windward side of the Space Shuttle orbiter or a similar reentry vehicle. Included are linear (Rayleigh, Raman, Mie, Laser Doppler Velocimetry, Resonant Doppler Velocimetry) and nonlinear (Coherent Anti-Stokes Raman, Laser-Induced Fluorescence) light scattering, electron-beam fluorescence, thermal emission, and mass spectroscopy. Flow-field properties were taken from a nonequilibrium flow model by Shinn, Moss, and Simmonds at the NASA Langley Research Center. Conclusions are, when possible, based on quantitative scaling of known laboratory results to the conditions projected. Detailed discussion with researchers in the field contributed further to these conclusions and provided valuable insights regarding the experimental feasibility of each of the techniques.

Non-intrusive flow measurements on a reentry vehicle

NASA Technical Reports Server (NTRS)

Miles, R. B.; Satavicca, D. A.; Zimmermann, G. M.

1983-01-01

This study evaluates the utility of various non-intrusive techniques for the measurement of the flow field on the windward side of the Space Shuttle or a similar re-entry vehicle. Included are linear (Rayleigh, Raman, Mie, Laser Doppler Velocimetry, Resonant Doppler Velocimetry) and nonlinear (Coherent Anti-Stokes Raman, Laser Induced Fluorescence) light scattering, electron beam fluorescence, thermal emission and mass spectroscopy. Flow field properties are taken from a nonequilibrium flow model by Shinn, Moss and Simmonds at NASA Langley. Conclusions are, when possible, based on quantitative scaling of known laboratory results to the conditions projected. Detailed discussion with researchers in the field contributed further to these conclusions and provided valuable insights regarding the experimental feasibility of each of the techniques.

KSC-97PC1703

NASA Image and Video Library

1997-11-19

STS-87 Mission Specialist Takao Doi, Ph.D., of the National Space Development Agency of Japan, is assisted with his ascent and re-entry flight suit by Dave Law, USA mechanical technician, in the white room at Launch Pad 39B as Dr. Doi prepares to enter the Space Shuttle orbiter Columbia on launch day. At right wearing glasses is Danny Wyatt, NASA quality assurance specialist. STS-87 is the fourth flight of the United States Microgravity Payload and Spartan-201. The 16-day mission will include a spacewalk by Dr. Doi and Mission Specialist Winston Scott

STS-88 Mission Specialist Currie prepares to enter Endeavour

NASA Technical Reports Server (NTRS)

1998-01-01

STS-88 Mission Specialist Nancy Jane Currie is assisted with her ascent and re-entry flight suit in the white room at Launch Pad 39A before entering Space Shuttle Endeavour for launch. During the nearly 12-day mission, the six-member crew will mate the first two elements of the International Space Station -- the already-orbiting Zarya control module with the Unity connecting module carried by Endeavour. She is making her third spaceflight as the crew's flight engineer and prime operator of the Remote Manipulator System, the robotic arm.

KSC-06pd2661

NASA Image and Video Library

2006-12-05

KENNEDY SPACE CENTER, FLA. -- Just at sunset, the shuttle training aircraft (STA), with STS-116 Pilot William Oefelein in the pilot's seat, waits on the Shuttle Landing Facility for the right moment to take off for orbiter landing practice. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2653

NASA Image and Video Library

2006-12-04

KENNEDY SPACE CENTER, FLA. -- The shuttle training aircraft (STA), with STS-116 Commander Mark Polansky in the pilot's seat, taxis to the runway of the Shuttle Landing Facility. Polansky will be practicing landing the orbiter. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

Conjugate gradient optimization programs for shuttle reentry

NASA Technical Reports Server (NTRS)

Powers, W. F.; Jacobson, R. A.; Leonard, D. A.

1972-01-01

Two computer programs for shuttle reentry trajectory optimization are listed and described. Both programs use the conjugate gradient method as the optimization procedure. The Phase 1 Program is developed in cartesian coordinates for a rotating spherical earth, and crossrange, downrange, maximum deceleration, total heating, and terminal speed, altitude, and flight path angle are included in the performance index. The programs make extensive use of subroutines so that they may be easily adapted to other atmospheric trajectory optimization problems.

Correlation of Space Shuttle Landing Performance with Post-Flight Cardiovascular Dysfunction

NASA Technical Reports Server (NTRS)

McCluskey, R.

2004-01-01

Introduction: Microgravity induces cardiovascular adaptations resulting in orthostatic intolerance on re-exposure to normal gravity. Orthostasis could interfere with performance of complex tasks during the re-entry phase of Shuttle landings. This study correlated measures of Shuttle landing performance with post-flight indicators of orthostatic intolerance. Methods: Relevant Shuttle landing performance parameters routinely recorded at touchdown by NASA included downrange and crossrange distances, airspeed, and vertical speed. Measures of cardiovascular changes were calculated from operational stand tests performed in the immediate post-flight period on mission commanders from STS-41 to STS-66. Stand test data analyzed included maximum standing heart rate, mean increase in maximum heart rate, minimum standing systolic blood pressure, and mean decrease in standing systolic blood pressure. Pearson correlation coefficients were calculated with the null hypothesis that there was no statistically significant linear correlation between stand test results and Shuttle landing performance. A correlation coefficient? 0.5 with a p<0.05 was considered significant. Results: There were no significant linear correlations between landing performance and measures of post-flight cardiovascular dysfunction. Discussion: There was no evidence that post-flight cardiovascular stand test data correlated with Shuttle landing performance. This implies that variations in landing performance were not due to space flight-induced orthostatic intolerance.

Optimum reentry trajectories of a lifting vehicle

NASA Technical Reports Server (NTRS)

Chern, J. S.; Vinh, N. X.

1980-01-01

Research results are presented of an investigation of the optimum maneuvers of advanced shuttle type spacecraft during reentry. The equations are formulated by means of modified Chapman variables resulting in a general set of equations for flight analysis which are exact for reentry and for flight in a vacuum. Four planar flight typical optimum manuevers are investigated. For three-dimensional flight the optimum trajectory for maximum cross range is discussed in detail. Techniques for calculating reentry footprints are presented.

A densitometric analysis of IIaO film flown aboard the space shuttle transportation system STS-3, STS-8, and STS-7

NASA Technical Reports Server (NTRS)

Hammond, E. C., Jr.; Peters, K. A.; Atkinson, P. F.

1986-01-01

Three canisters of IIaO film were prepared along with packets of color film from the National Geographic Society, which were then placed on the Space Shuttle #3. The ultimate goal was to obtain reasonably accurate data concerning the background fogging effects on IIaO film as it relates to the film's total environmental experience. This includes: the ground based packing, and loading of the film from Goddard Space Flight Center to Cape Kennedy; the effects of the solar wind, humidity, and cosmic rays; the Van Allen Belt radiation exposure; various thermal effect; reentry and off-loading of the film during take off, and 8 day, 3 hour 15 minutes orbits. The total densitometric change caused by all of the above factors were examined. The results of these studies have implications for the utilization of IIaO spectroscopic film on the future shuttle and space lab missions. These responses to standard photonic energy sources will have immediate application for the uneven responses of the film photographing a star field in a terrestrial or extraterrestrial environment with associated digital imaging equipment.

KSC-03pd0826

NASA Image and Video Library

2003-03-25

KENNEDY SPACE CENTER, FLA. -- A T-38 jet aircraft carrying the Orbiter Experiment Support System (OEX) recorder from Columbia arrives at the Shuttle Landing Facility. Search teams near Hemphill, Texas, recovered the recorder, which stores sensor information about temperature, aerodynamic pressure, vibrations and other data from dozens of sensor locations on the orbiter, operating only during launch and re-entry. The OEX uses magnetic tape to record data that is not sent to the ground by telemetry.

KSC-03pd0326

NASA Image and Video Library

2003-02-07

KENNEDY SPACE CENTER, FLA. -- In the Thermal Protection System Facility, NASA Administrator Sean O'Keefe looks at a Dome Heat Shield blanket that is used for Shuttle engines. O'Keefe is visiting the site to learn more about the TPS products and process in protecting orbiters from the intense heat of launch and re-entry. TPS tiles have been discussed in the investigation into the Columbia tragedy that destroyed the orbiter and claimed the lives of seven astronauts.

KSC-97PC1702

NASA Image and Video Library

1997-11-19

STS-87 Mission Specialist Kalpana Chawla, Ph.D., is assisted with her ascent and re-entry flight suit in the white room at Launch Pad 39B by Danny Wyatt, NASA quality assurance specialist. Kneeing before Dr. Chawla to assist her is George Schram, USA mechanical technician, as Dr. Chawla prepares to enter the Space Shuttle orbiter Columbia on launch day. STS-87 is the fourth flight of the United States Microgravity Payload and Spartan-201

Simulating the Mechanical Response of Titanium Alloys Through the Crystal Plasticity Finite Element Analysis of Image-Based Synthetic Microstructures

DTIC Science & Technology

2012-01-01

2002. [2] Max Blosser. Fundamental Modeling and Thermal Performance Issues for Metal- lic Thermal Protection System Concept. Journal of Spacecraft and...Directorate (AFRL/RX, Metallic Thermal Protection System Program, Universal Technology Corporation/AFRL Grant, ProgramManagers: Todd Warren and Reji John...retired Space Shuttle program were built with a Thermal Protection System (TPS) to withstand heating during atmo- spheric reentry. The partially

Ceramic Adhesive and Methods for On-Orbit Repair of Re-Entry Vehicles

NASA Technical Reports Server (NTRS)

Riedell, James A.; Easler, Timothy E.

2013-01-01

This adhesive is capable of repairing damaged leading edge components of reentry vehicles while in space, and is novel with regard to its ability to be applied in the vacuum of space, and in a microgravity environment. Once applied, the adhesive provides thermal and oxidation protection to the substrate (in this case, reinforced carbon/carbon composites, RCCs) during re-entry of a space vehicle. Although there may be many formulations for repair adhesives, at the time of this reporting, this is the first known adhesive capable of an on-orbit repair. The adhesive is an engineered ceramic material composed of a pre-ceramic polymer and refractory powders in the form of a paste or putty that can be applied to a scratched, cracked, or fractured composite surface, covering and protecting the damaged area. The adhesive is then "cured" with a heat cycle, thereby cross-linking the polymer into a hardened material and bonding it to the substrate. During the heat of reentry, the material is converted to a ceramic coating that provides thermal and oxidative stability to the repaired area, thus allowing the vehicle to pass safely from space into the upper atmosphere. Ceramic powders such as SiC, ZrB2 and Y2O3 are combined with allylhydridopolycarbosilane (AHPCS) resin, and are mixed to form a paste adhesive. The material is then applied to the damaged area by brush, spatula, trowel, or other means to fill cracks, gaps, and holes, or used to bond patches onto the damaged area. The material is then cured, in a vacuum, preferably at 250F (approximately equal to 121C) for two hours. The re-entry heating of the vehicle at temperatures in excess of 3,000F (approximately equal to 1,650C) then converts this material into a ceramic coating. This invention has demonstrated advantages in resistance to high temperatures, as was demonstrated in more than 100 arc-jet tests in representative environments at NASA. Extensive testing verified oxidation protection for the repaired substrate (RCC), and confirmed that the microstructure of the resulting repair leads to durability and resistance to melting or flow. Its processability and working life in a vacuum was demonstrated by NASA astronauts in glovebox processing studies, as well as on-orbit in the open space shuttle bay. All of these advantages increase the working life of NASA vehicles, as well as improve safety for any crew on a manned vehicle. The adhesive, trademarked NOAX(TM). or Non-Oxide Adhesive Experimental, flew on all space shuttle missions from Return To Flight (STS-114) until the final flight (STS- 135) as a crack repair material for the leading edges and nose cap of the vehicle. NOAX(TM) was patented under U.S. Patents 7,628,878 and 7,888,277.

The Effects of Liquid Cooling Garments on Post-Space Flight Orthostatic Intolerance

NASA Technical Reports Server (NTRS)

Billica, Roger; Kraft, Daniel

1997-01-01

Post space flight orthostatic intolerance among Space Shuttle crew members following exposure to extended periods of microgravity has been of significant concern to the safety of the shuttle program. Following the Challenger accident, flight crews were required to wear launch and entry suits (LES). It was noted that overall, there appeared to be a higher degree of orthostatic intolerance among the post-Challenger crews (approaching 30%). It was hypothesized that the increased heat load incurred when wearing the LES, contributed to an increased degree of orthostatic intolerance, possibly mediated through increased peripheral vasodilatation triggered by the heat load. The use of liquid cooling garments (LCG) beneath the launch and entry suits was gradually implemented among flight crews in an attempt to decrease heat load, increase crew comfort, and hopefully improve orthostatic tolerance during reentry and landing. The hypothesis that the use of the LCG during reentry and landing would decrease the degree of orthostasis has not been previously tested. Operational stand-tests were performed pre and post flight to assess crewmember's cardiovascular system's ability to respond to gravitational stress. Stand test and debrief information were collected and databased for 27 space shuttle missions. 63 crewpersons wearing the LCG, and 70 crewpersons not wearing the LCG were entered into the database for analysis. Of 17 crewmembers who exhibited pre-syncopal symptoms at the R+O analysis, 15 were not wearing the LCG. This corresponds to a 21% rate of postflight orthostatic intolerance among those without the LCG, and a 3% rate for those wearing LCG. There were differences in these individual's average post-flight maximal systolic blood pressure, and lower minimal Systolic Blood pressures in those without LCG. Though other factors, such as type of fluid loading, and exercise have improved concurrently with LCG introduction, from this data analysis, it appears that LCG usage provided a significant degree of protection from post-flight orthostatic intolerance.

Concepts and embodiment design of a reentry recumbent seating system for the NASA Space Shuttle

NASA Technical Reports Server (NTRS)

Mcmillan, Scott; Looby, Brent; Devany, Chris; Chudej, Chris; Brooks, Barry

1993-01-01

This report deals with the generation of a recumbent seating system which will be used by NASA to shuttle astronauts from the Russian space station Mir. We begin by examining the necessity for designing a special couch for the returning astronauts. Next, we discuss the operating conditions and constraints of the recumbent seating system and provide a detailed function structure. After working through the conceptual design process, we came up with ten alternative designs which are presented in the appendices. These designs were evaluated and weighted to systematically determine the best choice for embodiment design. A detailed discussion of all components of the selected system follows with design calculations for the seat presented in the appendices. The report concludes with an evaluation of the resulting design and recommendations for further development.

Research study on neutral thermodynamic atmospheric model. [for space shuttle mission and abort trajectory

NASA Technical Reports Server (NTRS)

Hargraves, W. R.; Delulio, E. B.; Justus, C. G.

1977-01-01

The Global Reference Atmospheric Model is used along with the revised perturbation statistics to evaluate and computer graph various atmospheric statistics along a space shuttle reference mission and abort trajectory. The trajectory plots are height vs. ground range, with height from ground level to 155 km and ground range along the reentry trajectory. Cross sectional plots, height vs. latitude or longitude, are also generated for 80 deg longitude, with heights from 30 km to 90 km and latitude from -90 deg to +90 deg, and for 45 deg latitude, with heights from 30 km to 90 km and longitudes from 180 deg E to 180 deg W. The variables plotted are monthly average pressure, density, temperature, wind components, and wind speed and standard deviations and 99th inter-percentile range for each of these variables.

Pressure distributions obtained on a 0.10-scale model of the Space Shuttle Orbiter's forebody in the Ames Unitary Plan Wind Tunnel

NASA Technical Reports Server (NTRS)

Siemers, P. M., III; Henry, M. W.

1986-01-01

Pressure distribution test data obtained on a 0.10-scale model of the forward fuselage of the Space Shuttle Orbiter are presented without analysis. The tests were completed in the Ames Unitary Wind Tunnel (UPWT). The UPWT tests were conducted in two different test sections operating in the continuous mode, the 8 x 7 feet and 9 x 7 feet test sections. Each test section has its own Mach number range, 1.6 to 2.5 and 2.5 to 3.5 for the 9 x 7 feet and 8 x 7 feet test section, respectively. The test Reynolds number ranged from 1.6 to 2.5 x 10 to the 6th power ft and 0.6 to 2.0 x 10 to the 6th power ft, respectively. The tests were conducted in support of the development of the Shuttle Entry Air Data System (SEADS). In addition to modeling the 20 SEADS orifices, the wind-tunnel model was also instrumented with orifices to match Development Flight Instrumentation (DFI) port locations that existed on the Space Shuttle Columbia (OV-102) during the Orbiter Flight test program. This DFI simulation has provided a means for comparisons between reentry flight pressure data and wind-tunnel and computational data.

Conceptual design of an Orbital Debris Defense System

NASA Technical Reports Server (NTRS)

Bedillion, Erik; Blevins, Gary; Bohs, Brian; Bragg, David; Brown, Christopher; Casanova, Jose; Cribbs, David; Demko, Richard; Henry, Brian; James, Kelly

1994-01-01

Man made orbital debris has become a serious problem. Currently NORAD tracks over 7000 objects in orbit and less than 10 percent of these are active payloads. Common estimates are that the amount of debris will increase at a rate of 10 percent per year. Impacts of space debris with operational payloads or vehicles is a serious risk to human safety and mission success. For example, the impact of a 0.2 mm diameter paint fleck with the Space Shuttle Challenger window created a 2 mm wide by 0.6 mm deep pit. The cost to replace the window was over $50,000. A conceptual design for a Orbital Debris Defense System (ODDS) is presented which considers a wide range of debris sizes, orbits and velocities. Two vehicles were designed to collect and remove space debris. The first would attach a re-entry package to de-orbit very large debris, e.g. inactive satellites and spent upper stages that tend to break up and form small debris. This vehicle was designed to contain several re-entry packages, and be refueled and resupplied with more re-entry packages as needed. The second vehicle was designed to rendezvous with and capture debris ranging from 10 cm to 2 m. Due to tracking limitations, no technically feasible method for collecting debris below 10 cm in size could be devised; it must be accomplished through international regulations which reduce the accumulation of space debris.

Results of tests of Insta-Foam Thermal Protection System (TPS) material for protection of equipment inside the SRB aft skirt

NASA Technical Reports Server (NTRS)

Dean, W. G.

1982-01-01

The objective of these tests was to determine whether Insta-Foam can be used successfully to protect items inside the solid rocket booster aft skirt during reentry. On some of the early Space Shuttle flights the aft skirt heat shield curtain failed during reentry. This allowed the hot gases to damage some of the equipment, etc., inside the skirt. For example, some of the propellant lines were overheated and ruptured and some of the NSI (nozzle severance) cables were damaged. It was suggested that the Insta-Foam thermal protection system be sprayed over these lines, etc., to protect them during future flights in case of a curtain failure. The tests presented were devised and run to check out the feasibility of this idea.

Artist's Concept of X-37 Re-entry

NASA Technical Reports Server (NTRS)

1999-01-01

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

Laser Mapping for Visual Inspection and Measurement

NASA Technical Reports Server (NTRS)

2006-01-01

Each space shuttle orbiter has 38 Primary Reaction Control System (PRCS) thrusters to help power and position the vehicle for maneuvers in space, including reentry and establishing Earth orbit. Minor flaws in the ceramic lining of a thruster, such as a chip or crack, can cripple the operations of an orbiter in space and jeopardize a mission. The ability to locate, measure, and monitor tiny features in difficult-to-inspect PRCS thrusters improves their overall safety and lifespan. These thrusters have to be detached and visually inspected in great detail at one of two NASA facilities, the White Sands Test Facility or the Kennedy Space Center, before and after each mission, which is an expense of both time and money.

Risk of Orthostatic Intolerance During Re-Exposure to Gravity

NASA Technical Reports Server (NTRS)

Platts, Steven; Stenger, Michael B.; Lee, Stuart M. C.; Westby, Christian M.; Phillips, Tiffany R.; Arzeno, Natalia M.; Johnston, Smith; Mulugeta, Lealem

2015-01-01

Post-spaceflight orthostatic intolerance remains a significant concern to NASA. In Space Shuttle missions, astronauts wore anti-gravity suits and liquid cooling garments to protect against orthostatic intolerance during re-entry and landing, but in-flight exercise and the end-of-mission fluid loading failed to protect approximately 30% of Shuttle astronauts when these garments were not worn. The severity of the problem appears to be increased after long-duration space flight. Five of six US astronauts could not complete a 10-minutes upright-posture tilt testing on landing day following 4-5 month stays aboard the Mir space station. The majority of these astronauts had experienced no problems of orthostatic intolerance following their shorter Shuttle flights. More recently, four of six US astronauts could not complete a tilt test on landing day following approximately 6 month stays on the International Space Station. Similar observations were made in the Soviet and Russian space programs, such that some cosmonauts wear the Russian compression garments (Kentavr) up to 4 days after landing. Future exploration missions, such as those to Mars or Near Earth Objects, will be long duration, and astronauts will be landing on planetary bodies with no ground-support teams. The occurrence of severe orthostatic hypotension could threaten the astronauts' health and safety and success of the mission.

Orbital Debris: A Policy Perspective

NASA Technical Reports Server (NTRS)

Johnson, Nicholas L.

2007-01-01

A viewgraph presentation describing orbital debris from a policy perspective is shown. The contents include: 1) Voyage through near-Earth Space-animation; 2) What is Orbital Debris?; 3) Orbital Debris Detectors and Damage Potential; 4) Hubble Space Telescope; 5) Mir Space Station Solar Array; 6) International Space Station; 7) Space Shuttle; 8) Satellite Explosions; 9) Satellite Collisions; 10) NASA Orbital Debris Mitigation Guidelines; 11) International Space Station Jettison Policy; 12) Controlled/Uncontrolled Satellite Reentries; 13) Return of Space Objects; 14) Orbital Debris and U.S. National Space Policy; 15) U.S Government Policy Strategy; 16) Bankruptcy of the Iridium Satellite System; 17) Inter-Agency Space Debris Coordination Committee (IADC); 18) Orbital Debris at the United Nations; 19) Chinese Anti-satellite System; 20) Future Evolution of Satellite Population; and 21) Challenge of Orbital Debris

14 CFR 435.35 - Acceptable reentry risk for reentry of a reentry vehicle.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false Acceptable reentry risk for reentry of a reentry vehicle. 435.35 Section 435.35 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL... reentry vehicle, does not exceed acceptable risk for the conduct of an RLV mission as defined in...

14 CFR 435.35 - Acceptable reentry risk for reentry of a reentry vehicle.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false Acceptable reentry risk for reentry of a reentry vehicle. 435.35 Section 435.35 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL... reentry vehicle, does not exceed acceptable risk for the conduct of an RLV mission as defined in...

14 CFR 435.35 - Acceptable reentry risk for reentry of a reentry vehicle.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false Acceptable reentry risk for reentry of a reentry vehicle. 435.35 Section 435.35 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL... reentry vehicle, does not exceed acceptable risk for the conduct of an RLV mission as defined in...

14 CFR 435.35 - Acceptable reentry risk for reentry of a reentry vehicle.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false Acceptable reentry risk for reentry of a reentry vehicle. 435.35 Section 435.35 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL... reentry vehicle, does not exceed acceptable risk for the conduct of an RLV mission as defined in...

14 CFR 435.35 - Acceptable reentry risk for reentry of a reentry vehicle.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Acceptable reentry risk for reentry of a reentry vehicle. 435.35 Section 435.35 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL... reentry vehicle, does not exceed acceptable risk for the conduct of an RLV mission as defined in...

Boundary Layer Transition Protuberance Tests at NASA JSC Arc-Jet Facility

NASA Technical Reports Server (NTRS)

Larin, Max E.; Marichalar, Jeremiah J.; Kinder, Gerald R.; Campbell, Charles H.; Riccio, Joseph R.; Nguyen, Tien Q.; Del Papa, Steven V.; Pulsonetti, Maria V.

2010-01-01

A series of tests conducted recently at the NASA JSC arc -jet test facility demonstrated that a protruding tile material can survive the exposure to the high enthalpy flows characteristic of the Space Shuttle Orbiter re-entry environments. The tests provided temperature data for the protuberance and the surrounding smooth tile surfaces, as well as the tile bond line. The level of heating needed to slump the protuberance material was achieved. Protuberance failure mode was demonstrated.

A Study on Re-entry Predictions of Uncontrolled Space Objects for Space Situational Awareness

NASA Astrophysics Data System (ADS)

Choi, Eun-Jung; Cho, Sungki; Lee, Deok-Jin; Kim, Siwoo; Jo, Jung Hyun

2017-12-01

The key risk analysis technologies for the re-entry of space objects into Earth’s atmosphere are divided into four categories: cataloguing and databases of the re-entry of space objects, lifetime and re-entry trajectory predictions, break-up models after re-entry and multiple debris distribution predictions, and ground impact probability models. In this study, we focused on re- entry prediction, including orbital lifetime assessments, for space situational awareness systems. Re-entry predictions are very difficult and are affected by various sources of uncertainty. In particular, during uncontrolled re-entry, large spacecraft may break into several pieces of debris, and the surviving fragments can be a significant hazard for persons and properties on the ground. In recent years, specific methods and procedures have been developed to provide clear information for predicting and analyzing the re-entry of space objects and for ground-risk assessments. Representative tools include object reentry survival analysis tool (ORSAT) and debris assessment software (DAS) developed by National Aeronautics and Space Administration (NASA), spacecraft atmospheric re-entry and aerothermal break-up (SCARAB) and debris risk assessment and mitigation analysis (DRAMA) developed by European Space Agency (ESA), and semi-analytic tool for end of life analysis (STELA) developed by Centre National d’Etudes Spatiales (CNES). In this study, various surveys of existing re-entry space objects are reviewed, and an efficient re-entry prediction technique is suggested based on STELA, the life-cycle analysis tool for satellites, and DRAMA, a re-entry analysis tool. To verify the proposed method, the re-entry of the Tiangong-1 Space Lab, which is expected to re-enter Earth’s atmosphere shortly, was simulated. Eventually, these results will provide a basis for space situational awareness risk analyses of the re-entry of space objects.

Orbital Debris Research in the United States

NASA Technical Reports Server (NTRS)

Stansbery, Gene

2009-01-01

The presentation includes information about growth of the satellite population, the U.S. Space Surveillance Network, tracking and catalog maintenance, Haystack and HAX radar observation, Goldstone radar, the Michigan Orbital Debris Survey Telescope (MODEST), spacecraft surface examinations and sample of space shuttle impacts. GEO/LEO observations from Kwajalein Atoll, NASA s Orbital Debris Engineering Model (ORDEM2008), a LEO-to-GEO Environment Debris Model (LEGEND), Debris Assessment Software (DAS) 2.0, the NASA/JSC BUMPER-II meteoroid/debris threat assessment code, satellite reentry risk assessment, optical size and shape determination, work on more complicated fragments, and spectral studies.

HYTHIRM Radiance Modeling and Image Analyses in Support of STS-119, STS-125 and STS-128 Space Shuttle Hypersonic Re-entries

NASA Technical Reports Server (NTRS)

Gibson, David M.; Spisz, Thomas S.; Taylor, Jeff C.; Zalameda, Joseph N.; Horvath, Thomas J.; Tomek, Deborah M.; Tietjen, Alan B.; Tack, Steve; Bush, Brett C.

2010-01-01

We provide the first geometrically accurate (i.e., 3-D) temperature maps of the entire windward surface of the Space Shuttle during hypersonic reentry. To accomplish this task we began with estimated surface temperatures derived from CFD models at integral high Mach numbers and used them, the Shuttle's surface properties and reasonable estimates of the sensor-to-target geometry to predict the emitted spectral radiance from the surface (in units of W sr-1 m-2 nm-1). These data were converted to sensor counts using properties of the sensor (e.g. aperture, spectral band, and various efficiencies), the expected background, and the atmosphere transmission to inform the optimal settings for the near-infrared and midwave IR cameras on the Cast Glance aircraft. Once these data were collected, calibrated, edited, registered and co-added we formed both 2-D maps of the scene in the above units and 3-D maps of the bottom surface in temperature that could be compared with not only the initial inputs but also thermocouple data from the Shuttle itself. The 3-D temperature mapping process was based on the initial radiance modeling process. Here temperatures were guessed for each node in a well-resolved 3-D framework, a radiance model was produced and compared to the processed imagery, and corrections to the temperature were estimated until the iterative process converged. This process did very well in characterizing the temperature structure of the large asymmetric boundary layer transition the covered much of the starboard bottom surface of STS-119 Discovery. Both internally estimated accuracies and differences with CFD models and thermocouple measurements are at most a few percent. The technique did less well characterizing the temperature structure of the turbulent wedge behind the trip due to limitations in understanding the true sensor resolution. (Note: Those less inclined to read the entire paper are encouraged to read an Executive Summary provided at the end.)

Predictions of cardiovascular responses during STS reentry using mathematical models

NASA Technical Reports Server (NTRS)

Leonard, J. I.; Srinivasan, R.

1985-01-01

The physiological adaptation to weightless exposure includes cardiovascular deconditioning arising in part from a loss of total circulating blood volume and resulting in a reduction of orthostatic tolerance. The crew of the Shuttle orbiter are less tolerant to acceleration forces in the head-to-foot direction during the reentry phase of the flight at a time they must function at a high level of performance. The factors that contribute to orthostatic intolerance during and following reentry and to predict the likelihood of impaired crew performance are evaluated. A computer simulation approach employing a mathematical model of the cardiovascular system is employed. It is shown that depending on the severity of blood volume loss, the reentry acceleration stress may be detrimental to physiologic function and may place the physiologic status of the crew near the borderline of some type of impairment. They are in agreement with conclusions from early ground-based experiments and from observations of early Shuttle flights.

Characteristics of the Shuttle Orbiter Leeside Flow During A Reentry Condition

NASA Technical Reports Server (NTRS)

Kleb, William L.; Weilmuenster, K. James

1992-01-01

A study of the leeside flow characteristics of the Shuttle Orbiter is presented for a reentry flight condition. The flow is computed using a point-implicit, finite-volume scheme known as the Langley Aerothermodynamic Upwind Relaxation Algorithm (LAURA). LAURA is a second-order accurate, laminar Navier-Stokes solver, incorporating finite-rate chemistry with a radiative equilibrium wall temperature distribution and finite-rate wall catalysis. The resulting computational solution is analyzed in terms of salient flow features and the surface quantities are compared with flight data.

KSC-06pd1908

NASA Image and Video Library

2006-08-24

KENNEDY SPACE CENTER, FLA. - On NASA Kennedy Space Center's Shuttle Landing Facility, STS-115 Commander Brent Jett boards the Shuttle Training Aircraft to practice landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 4:30 p.m. Aug. 27. The crew will deliver and install the P3/P4 segment to the port side of the integrated truss system on the International Space Station. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. The mission is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

Ventilation Loss in the NASA Space Shuttle Crew Protective Garments: Potential for Heat Stress

NASA Technical Reports Server (NTRS)

Askew, Gregory K.; Kaufman, Jonathan W.

1991-01-01

The potential of the National Aeronautics and Space Administration (NASA) S1035 Launch/Entry suit (LES) for producing heat stress in a simulated Space Shuttle cabin environment has been studied. The testing was designed to determine if the NASA S1035 poses a greater threat of inducing heat stress than the NASA S1032. Conditions were designed to simulate an extreme prelaunch situation, with chamber temperatures maintained at dry bulb temperature 27.2 +/- 0.1 C, globe temperature - 27.3 +/- 0.1 C, and wet bulb temperature 21.1 +/- 0.3 C. Four males, aged 28-48, were employed in this study, with three subjects having exposures in all four conditions and the fourth subject exposed to 3 conditions. Test durations in the ventilated (V) and unventilated (UV) conditions were designed for 480 minutes, which all subjects achieved. No significant differences related to experimental conditions were noted in rectal temperatures, heart rates or sweat rates. The results indicate that the S1032 and S1035 garments, in either the V or UV state, poses no danger of inducing unacceptable heat stress under the conditions expected within the Shuttle cabin during launch or re-entry.

An axisymmetric analog two-layer convective heating procedure with application to the evaluation of Space Shuttle Orbiter wing leading edge and windward surface heating

NASA Technical Reports Server (NTRS)

Wang, K. C.

1994-01-01

A numerical procedure for predicting the convective heating rate of hypersonic reentry vehicles is described. The procedure, which is based on the axisymmetric analog, consists of obtaining the three-dimensional inviscid flowfield solution; then the surface streamlines and metrics are calculated using the inviscid velocity components on the surface; finally, an axisymmetric boundary layer code or approximate convective heating equations are used to evaluate heating rates. This approach yields heating predictions to general three-dimensional body shapes. The procedure has been applied to the prediction of the wing leading edge heating to the Space Shuttle Orbiter. The numerical results are compared with the results of heat transfer testing (OH66) of an 0.025 scale model of the Space Shuttle Orbiter configuration in the Calspan Hypersonic Shock Tunnel (HST) at Mach 10 and angles of attack of 30 and 40 degrees. Comparisons with STS-5 flight data at Mach 9.15 and angle of attack of 37.4 degrees and STS-2 flight data at Mach 12.86 and angle of attack of 39.7 degrees are also given.

Effects of reaction control system jet simulation on the stability and control characteristics of a 0.015 scale space shuttle orbiter model tested in the Langley Research Center unitary plan wind tunnel

NASA Technical Reports Server (NTRS)

Daileda, J. J.; Marroquin, J.

1974-01-01

An experimental investigation was performed in the Langley Research Center Unitary Plan Wind Tunnel (Test 0A70) to obtain the detailed effects that RCS jet flow interactions with local orbiter flow field have on supersonic stability and control characteristics of the space shuttle orbiter. Six-component force data were obtained through an angle-of-attack range from 15 to 35 degrees at angles of sideslip of 0, +5, and -5 degrees. The test was conducted with yaw jet simulation at free-stream Mach numbers of 2.5 and 4.6, simulating SSV re-entry flight conditions at these Mach numbers. In addition to the basic force measurements, fuselage base pressures and pressures on the non-metric RCS pods were obtained.

KSC-06pd2659

NASA Image and Video Library

2006-12-05

KENNEDY SPACE CENTER, FLA. -- STS-116 Pilot William Oefelein settles in the cockpit of the shuttle training aircraft (STA) before taking off for orbiter landing practice. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2649

NASA Image and Video Library

2006-12-04

KENNEDY SPACE CENTER, FLA. -- STS-116 Commander Mark Polansky is ready to begin practice flights on the shuttle training aircraft (STA) three days before launch. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2658

NASA Image and Video Library

2006-12-05

KENNEDY SPACE CENTER, FLA. -- STS-116 Pilot William Oefelein climbs toward the cockpit of the shuttle training aircraft (STA) to practice landing the orbiter. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2652

NASA Image and Video Library

2006-12-04

KENNEDY SPACE CENTER, FLA. -- STS-116 Commander Mark Polansky gets ready to take off in the shuttle training aircraft (STA) to practice landing the orbiter. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2650

NASA Image and Video Library

2006-12-04

KENNEDY SPACE CENTER, FLA. -- STS-116 Commander Mark Polansky climbs toward the cockpit of the shuttle training aircraft (STA) to practice landing the orbiter. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2660

NASA Image and Video Library

2006-12-05

KENNEDY SPACE CENTER, FLA. -- STS-116 Pilot William Oefelein settles in the cockpit of the shuttle training aircraft (STA) before taking off for orbiter landing practice. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

Evaluation of 2D ceramic matrix composites in aeroconvective environments

NASA Technical Reports Server (NTRS)

Riccitiello, Salvatore R.; Love, Wendell L.; Balter-Peterson, Aliza

1992-01-01

An evaluation is conducted of a novel ceramic-matrix composite (CMC) material system for use in the aeroconvective-heating environments encountered by the nose caps and wing leading edges of such aerospace vehicles as the Space Shuttle, during orbit-insertion and reentry from LEO. These CMCs are composed of an SiC matrix that is reinforced with Nicalon, Nextel, or carbon refractory fibers in a 2D architecture. The test program conducted for the 2D CMCs gave attention to their subsurface oxidation.

Space shuttle: Heat transfer rate measurements on Convair booster (B-15B-2) at nominal Mach number of 8

NASA Technical Reports Server (NTRS)

Warmbrod, J. D.; Martindale, W. R.; Matthews, R. K.

1971-01-01

Plotted and tabulated data on heat transfer from a thin-skin thermocouple are presented. The data is representative of the reentry event of the booster alone configuration. The data were generated during wind tunnel tests of the B-15B-2 delta wing booster at Mach 8. Thermocouple measurements are reduced to heat transfer coefficient ratio and the data are presented as plotted variations versus longitudinal, lateral, and vertical local model positions.

Modeling of transient heat pipe operation

NASA Technical Reports Server (NTRS)

Colwell, Gene T.

1989-01-01

Mathematical models and an associated computer program for heat pipe startup from the frozen state have been developed. Finite element formulations of the governing equations are written for each heat pipe region for each operating condition during startup from the frozen state. The various models were checked against analytical and experimental data available in the literature for three specific types of operation. Computations using the methods developed were made for a space shuttle reentry mission where a heat pipe cooled leading edge was used on the wing.

Phase change paint tests on Rockwell orbiter/tank and orbiter alone configurations (OH3A/OH3B)

NASA Technical Reports Server (NTRS)

Quan, M.; Craig, C.

1974-01-01

Wind tunnel tests were conducted on scale models of the space shuttle orbiter and external tank. The tests were designed to determine the basic heating rate and interference effects on the orbiter-tank configuration and to analyze the effectiveness of the thermal protective system on the reentry vehicle. The phase change paint techniques were used to determine areodynamic heating rates. Oil flow and schlieren photographs were used for flow visualization.

Infrared Imagery of Shuttle (IRIS). Task 1

NASA Technical Reports Server (NTRS)

Chocol, C. J.

1977-01-01

Assessment of available IR sensor technology showed that the four aerothermodynamic conditions of interest during the entry trajectory of space shuttle can be accommodated by an aircraft flying parallel to the orbiter reentry ground track. Thermal information from the sides of the vehicle can be obtained with degraded performance (temperatures below 800 K) by flying the C-141 aircraft on the opposite side of the shuttle ground track and in the direction opposite that which is optimum for lower surface viewing. An acquisition system using a 6.25-cm aperture telescope and a single indium antimonide detector were designed to meet the acquisition requirements and interface with the 91.5-cm telescope with minimum modification. An image plane system using 600 indium antimonide detectors in two arrays which requires no modification to the existing telescope was also designed. Currently available components were used in a data handling system with interfaces with the experimentors station and the HP2100 computer.

A study of leeside flow field heat transfer on Shuttle Orbiter configuration

NASA Technical Reports Server (NTRS)

Baranowski, L. C.; Kipp, H. W.

1984-01-01

A coupled inviscid and viscous theoretical solution of the flow about the entire configuration is the desirable and comprehensive approach to defining thermal environments about the space shuttle orbiter. Simplified methods for predicting entry heating on leeside surfaces of the orbiter are considered. Wind tunnel heat transfer and oil flow data at Mach 6 and 10 and Reynolds numbers ranging from 500,000 to 73 million were used to develop correlations for the wing upper surface and the top surface of the fuselage. These correlations were extrapolated to flight Reynolds number and compared with heating data obtained during the shuttle STS-2 reentry. Efforts directed toward the wing leeside surface resulted in an approach which generally agreed with the flight data. Heating predictions for the upper fuselage were less successful due to the extreme complexity of local flow interactions and the associated heating environment.

Spacecraft Design Considerations for Piloted Reentry and Landing

NASA Technical Reports Server (NTRS)

Stroud, Kenneth J.; Klaus, David M.

2006-01-01

With the end of the Space Shuttle era anticipated in this decade and the requirements for the Crew Exploration Vehicle (CEV) now being defined, an opportune window exists for incorporating 'lessons learned' from relevant aircraft and space flight experience into the early stages of designing the next generation of human spacecraft. This includes addressing not only the technological and overall mission challenges, but also taking into account the comprehensive effects that space flight has on the pilot, all of which must be balanced to ensure the safety of the crew. This manuscript presents a unique and timely overview of a multitude of competing, often unrelated, requirements and constraints governing spacecraft design that must be collectively considered in order to ensure the success of future space exploration missions.

Space Shuttle stability and control test plan

NASA Technical Reports Server (NTRS)

Cooke, D. R.

1982-01-01

The development of a completely automatic flight test program to test different aspects of the Shuttle flight capability during reentries is described. Data from each flight to date has been employed to devise a sequence of maneuvers which will be keyboard-punched into the Orbiter control system by the astronauts during entry phases of flight. Details of the interaction and cooperation of the Orbiter elevons and bodyflap to provide the vehicle with latitudinal and longitudinal directional control and trim are outlined. Uncertainties predicted for the control of the Orbiter during wind tunnel testing prior to actual flights have been adjusted to actual flight data, leading to the identification of actual flight regimes which need further investigation. Maneuvers scheduled for flights 5-9 are reviewed.

Thermal mathematical modeling and system simulation of Space Shuttle less subsystem

NASA Technical Reports Server (NTRS)

Chao, D. C.; Battley, H. H.; Gallegos, J. J.; Curry, D. M.

1984-01-01

Applications, validation tests, and upgrades of the two- and three-dimensional system level thermal mathematical system simulation models (TMSSM) used for thermal protection system (TPS) analyses are described. The TMSSM were developed as an aid to predicting the performance requirements and configurations of the Shuttle wing leading edge (WLE) and nose cone (NC) TPS tiles. The WLE and its structure were subjected to acoustic, thermal/vacuum, and air loads tests to simulate launch, on-orbit, and re-entry behavior. STS-1, -2 and -5 flight data led to recalibration of on-board instruments and raised estimates of the thermal shock at the NC and WLE. Baseline heating data are now available for the design of future TPS.

Astronauts McNair and Stewart prepare for reentry

NASA Technical Reports Server (NTRS)

1984-01-01

Astronauts Ronald E. McNair and Robert L. Stewart prepare for the re-entry phase of the shuttle Challenger near the end of the 41-B mission. The are stationed behind the crew commander and pilot. Stewart is already wearing his helmet. McNair is stowing some of his gear.

KSC-2010-1071

NASA Image and Video Library

2010-01-07

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility 1 at NASA's Kennedy Space Center in Florida, United Space Alliance technicians prepare to perform a push test on an external tank door beneath space shuttle Atlantis. Two umbilical doors, located on the shuttle's aft fuselage, close after external tank separation following launch. The test confirms that the door's actuators are functioning properly and that signals sent from the actuators correctly indicate that the doors have closed, creating the necessary thermal barrier for reentry. Atlantis is next slated to deliver an Integrated Cargo Carrier and Russian-built Mini Research Module to the International Space Station on the STS-132 mission. The second in a series of new pressurized components for Russia, the module will be permanently attached to the Zarya module. Three spacewalks are planned to store spare components outside the station, including six spare batteries, a boom assembly for the Ku-band antenna and spares for the Canadian Dextre robotic arm extension. A radiator, airlock and European robotic arm for the Russian Multi-purpose Laboratory Module also are payloads on the flight. Launch is targeted for May 14, 2010. Photo credit: NASA/Troy Cryder

KSC-2010-1075

NASA Image and Video Library

2010-01-07

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility 1 at NASA's Kennedy Space Center in Florida, United Space Alliance technicians study the results of a push test performed on an external tank door on space shuttle Atlantis. Two umbilical doors, located on the shuttle's aft fuselage, close after external tank separation following launch. The test confirms that the door's actuators are functioning properly and that signals sent from the actuators correctly indicate that the doors have closed, creating the necessary thermal barrier for reentry. Atlantis is next slated to deliver an Integrated Cargo Carrier and Russian-built Mini Research Module to the International Space Station on the STS-132 mission. The second in a series of new pressurized components for Russia, the module will be permanently attached to the Zarya module. Three spacewalks are planned to store spare components outside the station, including six spare batteries, a boom assembly for the Ku-band antenna and spares for the Canadian Dextre robotic arm extension. A radiator, airlock and European robotic arm for the Russian Multi-purpose Laboratory Module also are payloads on the flight. Launch is targeted for May 14, 2010. Photo credit: NASA/Troy Cryder

KSC-2010-1073

NASA Image and Video Library

2010-01-07

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility 1 at NASA's Kennedy Space Center in Florida, United Space Alliance technicians perform a push test on an external tank door on space shuttle Atlantis. Two umbilical doors, located on the shuttle's aft fuselage, close after external tank separation following launch. The test confirms that the door's actuators are functioning properly and that signals sent from the actuators correctly indicate that the doors have closed, creating the necessary thermal barrier for reentry. Atlantis is next slated to deliver an Integrated Cargo Carrier and Russian-built Mini Research Module to the International Space Station on the STS-132 mission. The second in a series of new pressurized components for Russia, the module will be permanently attached to the Zarya module. Three spacewalks are planned to store spare components outside the station, including six spare batteries, a boom assembly for the Ku-band antenna and spares for the Canadian Dextre robotic arm extension. A radiator, airlock and European robotic arm for the Russian Multi-purpose Laboratory Module also are payloads on the flight. Launch is targeted for May 14, 2010. Photo credit: NASA/Troy Cryder

Inflatable Emergency Atmospheric-Entry Vehicles

NASA Technical Reports Server (NTRS)

Jones, Jack; Hall, Jeffrey; Wu, Jiunn Jeng

2004-01-01

In response to the loss of seven astronauts in the Space Shuttle Columbia disaster, large, lightweight, inflatable atmospheric- entry vehicles have been proposed as means of emergency descent and landing for persons who must abandon a spacecraft that is about to reenter the atmosphere and has been determined to be unable to land safely. Such a vehicle would act as an atmospheric decelerator at supersonic speed in the upper atmosphere, and a smaller, central astronaut pod could then separate at lower altitudes and parachute separately to Earth. Astronaut-rescue systems that have been considered previously have been massive, and the cost of designing them has exceeded the cost of fabrication of a space shuttle. In contrast, an inflatable emergency-landing vehicle according to the proposal would have a mass between 100 and 200 kg, could be stored in a volume of approximately 0.2 to 0.4 cu m, and could likely be designed and built much less expensively. When fully inflated, the escape vehicle behaves as a large balloon parachute, or ballute. Due to very low mass-per-surface area, a large radius, and a large coefficient of drag, ballutes decelerate at much higher altitudes and with much lower heating rates than the space shuttle. Although the space shuttle atmospheric reentry results in surface temperatures of about 1,600 C, ballutes can be designed for maximum temperatures below 600 C. This allows ballutes to be fabricated with lightweight ZYLON(Registered TradeMark) or polybenzoxazole (PBO), or equivalent.

Full Service

NASA Technical Reports Server (NTRS)

Morring, Frank, Jr.

2004-01-01

NASA is moving ahead with the sole-source procurement of a Canadian robot to service the Hubble Space Telescope, gaining confidence the International Space Station (ISS) technology can perform all of the tasks shuttle-launched astronauts were scheduled to do before the Columbia accident changed everything. The U.S. agency is negotiating with MD Robotics, a MacDonald Dettwiler unit located in Brampton, Ontario, for a version of the Special Purpose Dexterous Manipulator (SPDM) the company developed for the ISS. The SPDM would be the business end of a throwaway module designed to replace batteries and gyroscopes, pull old instruments and install new ones before plunging to a targeted reentry over the Pacific.

75 FR 75621 - Office of Commercial Space Transportation; Waiver of Autonomous Reentry Restriction for a Reentry...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-06

... Space Transportation; Waiver of Autonomous Reentry Restriction for a Reentry Vehicle AGENCY: Federal... concerns two petitions for waiver submitted to the Federal Aviation Administration (FAA) by Space Exploration Technologies Corp. (SpaceX): A petition to waive the requirement that a waiver petition be...

Development of a thermoelectric one-man cooler for use by NASA astronauts

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

Heenan, P.; Mathiprakasam, B.; DeMott, D.

This paper presents the development of a one-man thermoelectric (TE) cooling unit designed for use by NASA astronauts while they are wearing a protective suit during the launch and reentry phases of space shuttle missions. The unit was designed to provide a low-cooling level of 340 Btu/hour in a 75{degree}F environment and a high-cooling level of 480 Btu/hour in a 95{degree}F environment. The unit has an envelope 8 inches wide by 11 inches high by 4.5 inches deep. The TE unit was designed to optimize space and power consumption while providing adequate cooling. The operation of the TE cooling unitmore » requires {similar_to}1.2 amps of 28 VDC power in the low power mode and {similar_to}3.0 amps of 28 VDC power in the high power mode. Two of these units have flown on several shuttle missions this year and are scheduled for continued use on future missions. The response to the TE unit`s performance has been very positive from the shuttle crew. Additional units are being fabricated to keep the shuttle crew members cooled while final development is under way. {copyright} {ital 1995} {ital American} {ital Institute} {ital of} {ital Physics}.« less

Return to Flight Resource Reel 1 of 2

NASA Technical Reports Server (NTRS)

2005-01-01

A video presentation detailing the tests performed on the Space Shuttle Discovery in preparation for its return to flight is shown. The tests include: 1) Reinforced Carbon-Carbon (RCC) Impact Test Article; 2) RCC Foam Impact Testing; 3) Thermal Protection System (TPS) Ice Impact Testing featuring Justin Kerr, Project Engineer; 4) Wing Leading Edge Wireless Sensors featuring Karl Kiefer, President and CEO of Invocon, and Kevin Champaigne of Invocon; 5) TPS Repair Testing KC-135 Zero-G Environment featuring Soichi Noguchi, Mission Specialist; 6) TPS Extravehicular Activity Tool Demonstration; 7) TPS Repair Testing Vacuum Glove box; 8) TPS Repair Testing Human Thermal Vacuum Chamber; 9) TPS Reentry Testing Atmospheric Reentry Materials and Structures Evaluation Facility; 10) TPS Alternative Repair Concept; 11) Lora Bailey Lead Engineer for EVA Tools; 12) Reinforced Carbon-Carbon ATK Thiokol Plug Repair Animation; 13) 3-Percent Model Build-Up; and 14) Wind Tunnel Testing RCC Aging Research Ballistic Testing.

KSC-06pd1913

NASA Image and Video Library

2006-08-24

KENNEDY SPACE CENTER, FLA. - On NASA Kennedy Space Center's Shuttle Landing Facility, the Shuttle Training Aircraft taxis onto the runway. In the specially configured aircraft, STS-115 Commander Brent Jett and Pilot Christopher Ferguson will practice landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 4:30 p.m. Aug. 27. The crew will deliver and install the P3/P4 segment to the port side of the integrated truss system on the International Space Station. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. The mission is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

KSC-06pd1907

NASA Image and Video Library

2006-08-24

KENNEDY SPACE CENTER, FLA. - Under cloudy skies at sunset, T-38 jet aircraft are lined up on the NASA Kennedy Space Center's Shuttle Landing Facility where STS-115 Commander Brent Jett and Pilot Christopher Ferguson will be climbing aboard the Shuttle Training Aircraft to practice landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 4:30 p.m. Aug. 27. The crew will deliver and install the P3/P4 segment to the port side of the integrated truss system on the International Space Station. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. The mission is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

Cygnus Orbital ATK OA-6 Final Hatch Closure

NASA Image and Video Library

2016-03-06

Inside the Payload Hazardous Servicing Facility at NASA's Kennedy Space Center in Florida, the hatch is closed for the upcoming flight of a Cygnus cargo vessel. The spacecraft is scheduled for the upcoming Orbital ATK Commercial Resupply Services-6 mission to deliver hardware and supplies to the International Space Station. When members of the ISS Expedition 47 crew open the hatch, they will be greeted with a sign noting the spacecraft was named SS Rick Husband in honor of the commander of the STS-107 mission. On that flight, the crew of the space shuttle Columbia was lost during re-entry on Feb. 1, 2003. The Cygnus is scheduled to lift off atop a United Launch Alliance Atlas V rocket on March 22.

Apollo Seals: A Basis for the Crew Exploration Vehicle Seals

NASA Technical Reports Server (NTRS)

Finkbeiner, Joshua R.; Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; Daniels, Christopher C.

2006-01-01

The National Aeronautics and Space Administration is currently designing the Crew Exploration Vehicle (CEV) as a replacement for the Space Shuttle for manned missions to the International Space Station, as a command module for returning astronauts to the moon, and as an earth reentry vehicle for the final leg of manned missions to the moon and Mars. The CEV resembles a scaled-up version of the heritage Apollo vehicle; however, the CEV seal requirements are different than those from Apollo because of its different mission requirements. A review is presented of some of the seals used on the Apollo spacecraft for the gap between the heat shield and backshell and for penetrations through the heat shield, docking hatches, windows, and the capsule pressure hull.

Apollo Seals: A Basis for the Crew Exploration Vehicle Seals

NASA Technical Reports Server (NTRS)

Finkbeiner, Joshua R.; Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; Daniels, Christopher C.

2007-01-01

The National Aeronautics and Space Administration is currently designing the Crew Exploration Vehicle (CEV) as a replacement for the Space Shuttle for manned missions to the International Space Station, as a command module for returning astronauts to the moon, and as an earth reentry vehicle for the final leg of manned missions to the moon and Mars. The CEV resembles a scaled-up version of the heritage Apollo vehicle; however, the CEV seal requirements are different than those from Apollo because of its different mission requirements. A review is presented of some of the seals used on the Apollo spacecraft for the gap between the heat shield and backshell and for penetrations through the heat shield, docking hatches, windows, and the capsule pressure hull.

Results from Navigator GPS Flight Testing for the Magnetospheric MultiScale Mission

NASA Technical Reports Server (NTRS)

Lulich, Tyler D.; Bamford, William A.; Wintermitz, Luke M. B.; Price, Samuel R.

2012-01-01

The recent delivery of the first Goddard Space Flight Center (GSFC) Navigator Global Positioning System (GPS) receivers to the Magnetospheric MultiScale (MMS) mission spacecraft is a high water mark crowning a decade of research and development in high-altitude space-based GPS. Preceding MMS delivery, the engineering team had developed receivers to support multiple missions and mission studies, such as Low Earth Orbit (LEO) navigation for the Global Precipitation Mission (GPM), above the constellation navigation for the Geostationary Operational Environmental Satellite (GOES) proof-of-concept studies, cis-Lunar navigation with rapid re-acquisition during re-entry for the Orion Project and an orbital demonstration on the Space Shuttle during the Hubble Servicing Mission (HSM-4).

KSC-2009-6811

NASA Image and Video Library

2009-12-14

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility Bay 1 at NASA's Kennedy Space Center in Florida, United Space Alliance technician Jeff Holmes uses heat lamps in a putty repair on some of the high-temperature reusable surface insulation tiles, or HRSI tiles, on the lower forward fuselage of space shuttle Atlantis. An average of 125 tiles are replaced after each mission either due to handling damage or accumulated repairs. These black tiles are optimized for maximum emissivity, which means they lose heat faster than white tiles. This property is required to maximize heat rejection during the hot phase of reentry. Atlantis next is slated to deliver an Integrated Cargo Carrier and Russian-built Mini Research Module to the International Space Station on the STS-132 mission. Launch is targeted for May 14, 2010. Photo credit: NASA/Jack Pfaller

KSC-2009-6812

NASA Image and Video Library

2009-12-14

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility Bay 1 at NASA's Kennedy Space Center in Florida, heat lamps assist United Space Alliance technician Jeff Holmes in a putty repair on some of the high-temperature reusable surface insulation tiles, or HRSI tiles, on the lower forward fuselage of space shuttle Atlantis. An average of 125 tiles are replaced after each mission either due to handling damage or accumulated repairs. These black tiles are optimized for maximum emissivity, which means they lose heat faster than white tiles. This property is required to maximize heat rejection during the hot phase of reentry. Atlantis next is slated to deliver an Integrated Cargo Carrier and Russian-built Mini Research Module to the International Space Station on the STS-132 mission. Launch is targeted for May 14, 2010. Photo credit: NASA/Jack Pfaller

KSC-2009-6810

NASA Image and Video Library

2009-12-14

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility Bay 1 at NASA's Kennedy Space Center in Florida, United Space Alliance technician Jeff Holmes makes a putty repair on some of the high-temperature reusable surface insulation tiles, or HRSI tiles, on the lower forward fuselage of space shuttle Atlantis. An average of 125 tiles are replaced after each mission either due to handling damage or accumulated repairs. These black tiles are optimized for maximum emissivity, which means they lose heat faster than white tiles. This property is required to maximize heat rejection during the hot phase of reentry. Atlantis next is slated to deliver an Integrated Cargo Carrier and Russian-built Mini Research Module to the International Space Station on the STS-132 mission. Launch is targeted for May 14, 2010. Photo credit: NASA/Jack Pfaller

KSC-97PC1198

NASA Image and Video Library

1997-08-07

STS-85 Payload Specialist Bjarni V. Tryggvason gives a thumbs up as he is assisted with his ascent/reentry flight suit in the Operations and Checkout (O&C) Building. He is a Canadian Space Agency astronaut and was born in Iceland. Tryggvason has also been a flight instructor for the Canadian Air Force. Tryggvason is the principal investigator of the Microgravity Vibration Isolation Mount now flying on the Russian Mir space station. During STS-85, Tryggvason will conduct vibration isolation mount and fluid physics investigations. His work to study how Shuttle vibrations affect the results of experiments will be valuable to the International Space Station program, since this experiment is planned for use on that space platform. Tryggvason will also conduct Bioreactor experiments and assist Mission Specialist Stephen K. Robinson with photography

Surface temperature effect on subsonic stall.

NASA Technical Reports Server (NTRS)

Macha, J. M.; Norton, D. J.; Young, J. C.

1972-01-01

Results of an analytical and experimental study of boundary layer flow over an aerodynamic surface rejecting heat to a cool environment. This occurs following reentry of a Space Shuttle vehicle. Analytical studies revealed that a surface to freestream temperature ratio, greater than unity tended to destabilize the boundary layer, hastening transition and separation. Therefore, heat transfer accentuated the effect of an adverse pressure gradient. Wind tunnel tests of a 0012-64 NACA airfoil showed that the stall angle was significantly reduced while drag tended to increase for freestream temperature ratios up to 2.2.

KSC-98pc445

NASA Image and Video Library

1998-03-31

The crew of STS-90 participate in Terminal Countdown Demonstration Test (TCDT) activities at KSC's Launch Pad 39B. The TCDT is held at KSC prior to each Space Shuttle flight to provide crews with the opportunity to participate in simulated countdown activities. Here, Payload Specialist Jay Buckey, M.D., is assisted with his orange launch and re-entry suit by a USA technician. Columbia is targeted for launch of STS-90 on April 16 at 2:19 p.m. EDT and will be the second mission of 1998. The mission is scheduled to last nearly 17 days

Development and parametric evaluation of the prototype 2 and 3 flash evaporators

NASA Technical Reports Server (NTRS)

Hixon, C. W.; Dietz, J. B.

1975-01-01

Development of the Prototype 2 and 3 flash evaporator heat sinks which vaporize an expendable fluid to cool a heat transport fluid loop is reported. The units utilize Freon 21 as the heat transport fluid and water as the expendable fluid to meet the projected performance requirements of the space shuttle for both on-orbit and ascent/reentry operations. The evaporant is pulse-sprayed by on-off control onto heat transfer surfaces containing the transport fluid and exhausted to the vacuum environment through fixed area exhaust ducts.

Ceramic insulation/multifoil composite for thermal protection of reentry spacecraft

NASA Technical Reports Server (NTRS)

Pitts, W. C.; Kourtides, D. A.

1989-01-01

A new type of insulation blanket called Composite Flexible Blanket Insulation is proposed for thermal protection of advanced spacecraft in regions where the maximum temperature is not excessive. The blanket is a composite of two proven insulation materials: ceramic insulation blankets from Space Shuttle technology and multilayer insulation blankets from spacecraft thermal control technology. A potential heatshield weight saving of up to 500 g/sq m is predicted. The concept is described; proof of concept experimental data are presented; and a spaceflight experiment to demonstrate its actual performance is discussed.

Laboratory prototype flash evaporator

NASA Technical Reports Server (NTRS)

Gaddis, J. L.

1972-01-01

A laboratory prototype flash evaporator that is being developed as a candidate for the space shuttle environmental control system expendable heat sink is described. The single evaporator configuration uses water as an evaporant to accommodate reentry and on-orbit peak heat loads, and Freon 22 for terrestrial flight phases below 120,000 feet altitude. The design features, fabrication techniques used for the prototype unit, redundancy considerations, and the fluid temperature control arrangement are reported in detail. The results of an extensive test program to determine the evaporator operational characteristics under a wide variety of conditions are presented.

Prediction and verification of creep behavior in metallic materials and components for the space shuttle thermal protection system. Volume 3, phase 3: Full size heat shield data correlation and design criteria. [reentry

NASA Technical Reports Server (NTRS)

Cramer, B. A.; Davis, J. W.

1975-01-01

Analysis methods for predicting cyclic creep deflection in stiffened metal panel structures, were applied to full size panels. Results were compared with measured deflections from cyclic tests of thin gage L605, Rene' 41, and TDNiCr full size corrugation stiffened panels. A design criteria was then formulated for metallic thermal protection panels subjected to creep. A computer program was developed to calculate creep deflections.

Re-Entry Aeroheating Analysis of Tile-Repair Augers for the Shuttle Orbiter

NASA Technical Reports Server (NTRS)

Mazaheri, Ali R.; Wood, William A.

2007-01-01

Computational re-entry aerothermodynamic analysis of the Space Shuttle Orbiter s tile overlay repair (TOR) sub-assembly is presented. Entry aeroheating analyses are conducted to characterize the aerothermodynamic environment of the TOR and to provide necessary inputs for future TOR thermal and structural analyses. The TOR sub-assembly consists of a thin plate and several augers and spacers that serve as the TOR fasteners. For the computational analysis, the Langley Aerothermodynamic Upwind Relaxation Algorithm (LAURA) is used. A 5-species non-equilibrium chemistry model with a finite rate catalytic recombination model and a radiation equilibrium wall condition are used. It is assumed that wall properties are the same as reaction cured glass (RCG) properties with a surface emissivity of epsilon = 0.89. Surface heat transfer rates for the TOR and tile repair augers (TRA) are computed at a STS-107 trajectory point corresponding to Mach 18 free stream conditions. Computational results show that the average heating bump factor (BF), which is a ratio of local heat transfer rate to a design reference point located at the damage site, for the auger head alone is about 1.9. It is also shown that the average BF for the combined auger and washer heads is about 2.0.

KSC-2010-1070

NASA Image and Video Library

2010-01-07

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility 1 at NASA's Kennedy Space Center in Florida, preparations are under way to perform a push test on an external tank door, shown in this close-up, of space shuttle Atlantis. Two umbilical doors, located on the shuttle's aft fuselage, close after external tank separation following launch. The test confirms that the door's actuators are functioning properly and that signals sent from the actuators correctly indicate that the doors have closed, creating the necessary thermal barrier for reentry. Atlantis is next slated to deliver an Integrated Cargo Carrier and Russian-built Mini Research Module to the International Space Station on the STS-132 mission. The second in a series of new pressurized components for Russia, the module will be permanently attached to the Zarya module. Three spacewalks are planned to store spare components outside the station, including six spare batteries, a boom assembly for the Ku-band antenna and spares for the Canadian Dextre robotic arm extension. A radiator, airlock and European robotic arm for the Russian Multi-purpose Laboratory Module also are payloads on the flight. Launch is targeted for May 14, 2010. Photo credit: NASA/Troy Cryder

KSC-06pd2096

NASA Image and Video Library

2006-09-09

KENNEDY SPACE CENTER, FLA. - In the Operations and Checkout Building at NASA Kennedy Space Center, STS-115 Mission Specialist Daniel Burbank dons his launch and re-entry suit before heading to the launch pad for another attempt at liftoff. The launch attempt on Sept. 8 was scrubbed due to an issue with a fuel cut-off sensor system inside the external fuel tank. This is one of several systems that protect the shuttle's main engines by triggering their shutdown if fuel runs unexpectedly low. During the STS-115 mission, Atlantis' astronauts will deliver and install the 17.5-ton, bus-sized P3/P4 integrated truss segment on the station. The girder-like truss includes a set of giant solar arrays, batteries and associated electronics and will provide one-fourth of the total power-generation capability for the completed station. This mission is the 116th space shuttle flight, the 27th flight for orbiter Atlantis, and the 19th U.S. flight to the ISS. STS-115 is scheduled to last 11 days with a planned landing at KSC. Photo credit: NASA/Kim Shiflett

KSC-06pd2662

NASA Image and Video Library

2006-12-05

KENNEDY SPACE CENTER, FLA. -- Into the night flies the shuttle training aircraft (STA) with STS-116 Pilot William Oefelein in the pilot's seat, ready to start orbiter landing practice. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2094

NASA Image and Video Library

2006-09-09

KENNEDY SPACE CENTER, FLA. - In the Operations and Checkout Building at NASA Kennedy Space Center, STS-115 Mission Specialist Heidemarie Stefanyshyn-Piper is donning her launch and re-entry suit before heading to the launch pad for another attempt at liftoff. The launch attempt on Sept. 8 was scrubbed due to an issue with a fuel cut-off sensor system inside the external fuel tank. This is one of several systems that protect the shuttle's main engines by triggering their shutdown if fuel runs unexpectedly low. During the STS-115 mission, Atlantis' astronauts will deliver and install the 17.5-ton, bus-sized P3/P4 integrated truss segment on the station. The girder-like truss includes a set of giant solar arrays, batteries and associated electronics and will provide one-fourth of the total power-generation capability for the completed station. This mission is the 116th space shuttle flight, the 27th flight for orbiter Atlantis, and the 19th U.S. flight to the ISS. STS-115 is scheduled to last 11 days with a planned landing at KSC. Photo credit: NASA/Kim Shiflett

KSC-06pd2655

NASA Image and Video Library

2006-12-04

KENNEDY SPACE CENTER, FLA. -- STS-116 Commander Mark Polansky is getting a suit fit-check after practicing landing the orbiter at the controls of the shuttle training aircraft. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2651

NASA Image and Video Library

2006-12-04

KENNEDY SPACE CENTER, FLA. -- STS-116 Commander Mark Polansky settles in the cockpit of the shuttle training aircraft (STA) before taking off to practice landing the orbiter. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2657

NASA Image and Video Library

2006-12-05

KENNEDY SPACE CENTER, FLA. -- STS-116 Pilot William Oefelein is suited and ready to begin practice flights on the shuttle training aircraft (STA) two days before launch. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2654

NASA Image and Video Library

2006-12-04

KENNEDY SPACE CENTER, FLA. -- STS-116 Commander Mark Polansky adjusts his helmet during a suit fit-check. Polansky has returned from practicing landing the orbiter at the controls of the shuttle training aircraft. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2656

NASA Image and Video Library

2006-12-05

KENNEDY SPACE CENTER, FLA. -- STS-116 Pilot William Oefelein (right) is suited and ready to begin practice flights on the shuttle training aircraft (STA) two days before launch. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

KSC-06pd2663

NASA Image and Video Library

2006-12-05

KENNEDY SPACE CENTER, FLA. -- After the first practice orbiter landing, STS-116 Pilot William Oefelein heads the shuttle training aircraft (STA) back into the night sky to do it again. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Launch of Space Shuttle Discovery on mission STS-116 is scheduled for 9:35 p.m. Dec. 7. On the mission, the STS-116 crew will deliver truss segment, P5, to the International Space Station and begin the intricate process of reconfiguring and redistributing the power generated by two pairs of U.S. solar arrays. The P5 will be mated to the P4 truss that was delivered and attached during the STS-115 mission in September. Photo credit: NASA/Kim Shiflett

Reentry aerodynamic characteristics of a space shuttle solid rocket booster model 449 tested in MSFC 14 by 14 inch TWT (SA26F)

NASA Technical Reports Server (NTRS)

Johnson, J. D.; Braddock, W. F.

1974-01-01

Force tests of a 0.563 percent scale space shuttle solid rocket booster (SRB) model, MSFC Model 449, were conducted at the Marshall Space Flight Center 14 x 14 inch Trisonic Wind Tunnel. There were a total of 134 runs (pitch polars) made. Test Mach numbers were 0.6, 0.9, 1.2, 1.96, 2.74, 3.48, 4.00, 4.45, and 4.96; test angles of attack ranged from minus 10 degrees to 190 degrees; test Reynolds numbers ranged from 4.9 million per foot to 7.1 million per foot; and test roll angles were 0, 45, 90, and 135 degrees. The model was tested with three different engine nozzle/skirts. Two of these engine configurations differed from each other in the magnitude of the volume inside the nozzle and skirt. The third engine configuration had part of the nozzle removed. The model was tested with an electrical tunnel in combination with separation rockets of two different heights.

14 CFR 431.57 - Information requirements for payload reentry review.

Code of Federal Regulations, 2010 CFR

2010-01-01

... reentry review. 431.57 Section 431.57 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL... VEHICLE (RLV) Payload Reentry Review and Determination § 431.57 Information requirements for payload reentry review. A person requesting reentry review of a particular payload or payload class must identify...

Thermal stress analysis of space shuttle orbiter wing skin panel and thermal protection system

NASA Technical Reports Server (NTRS)

Ko, William L.; Jenkins, Jerald M.

1987-01-01

Preflight thermal stress analysis of the space shuttle orbiter wing skin panel and the thermal protection system (TPS) was performed. The heated skin panel analyzed was rectangular in shape and contained a small square cool region at its center. The wing skin immediately outside the cool region was found to be close to the state of elastic instability in the chordwise direction based on the conservative temperature distribution. The wing skin was found to be quite stable in the spanwise direction. The potential wing skin thermal instability was not severe enough to tear apart the strain isolation pad (SIP) layer. Also, the preflight thermal stress analysis was performed on the TPS tile under the most severe temperature gradient during the simulated reentry heating. The tensile thermal stress induced in the TPS tile was found to be much lower than the tensile strength of the TPS material. The thermal bending of the TPS tile was not severe enough to cause tearing of the SIP layer.

Reentry aerodynamic characteristics of a space shuttle solid rocket booster (MSFC model 454) at high angles of attack and high Mach number in the NASA/Langley four-foot unitary plan wind tunnel (SA25F)

NASA Technical Reports Server (NTRS)

Johnson, J. D.; Braddock, W. F.

1975-01-01

A force test of a 2.112 percent scale Space Shuttle Solid Rocket Booster (SRB), MSFC Model 454, was conducted in test section no. 2 of the Unitary Plan Wind Tunnel. Sixteen (16) runs (pitch polars) were performed over an angle of attack range from 144 through 179 degrees. Test Mach numbers were 2.30, 2.70, 2.96, 3.48, 4.00 and 4.63. The first three Mach numbers had a test Reynolds number of 1.5 million per foot. The remaining three were at 2.0 million per foot. The model was tested in the following configurations: (1) SRB without external protuberances, and (2) SRB with an electrical tunnel and a SRB/ET thrust attachment structure. Schlieren photographs were taken during the testing of the first configuration. The second configuration was tested at roll angles of 45, 90, and 135 degrees.

Review of Orbiter Flight Boundary Layer Transition Data

NASA Technical Reports Server (NTRS)

Mcginley, Catherine B.; Berry, Scott A.; Kinder, Gerald R.; Barnell, maria; Wang, Kuo C.; Kirk, Benjamin S.

2006-01-01

In support of the Shuttle Return to Flight program, a tool was developed to predict when boundary layer transition would occur on the lower surface of the orbiter during reentry due to the presence of protuberances and cavities in the thermal protection system. This predictive tool was developed based on extensive wind tunnel tests conducted after the loss of the Space Shuttle Columbia. Recognizing that wind tunnels cannot simulate the exact conditions an orbiter encounters as it re-enters the atmosphere, a preliminary attempt was made to use the documented flight related damage and the orbiter transition times, as deduced from flight instrumentation, to calibrate the predictive tool. After flight STS-114, the Boundary Layer Transition Team decided that a more in-depth analysis of the historical flight data was needed to better determine the root causes of the occasional early transition times of some of the past shuttle flights. In this paper we discuss our methodology for the analysis, the various sources of shuttle damage information, the analysis of the flight thermocouple data, and how the results compare to the Boundary Layer Transition prediction tool designed for Return to Flight.

CFD Analysis of Tile-Repair Augers for the Shuttle Orbiter Re-Entry Aeroheating

NASA Technical Reports Server (NTRS)

Mazaheri, Ali R.

2007-01-01

A three-dimensional aerothermodynamic model of the shuttle orbiter's tile overlay repair (TOR) sub-assembly is presented. This sub-assembly, which is an overlay that covers the damaged tiles, is modeled as a protuberance with a constant thickness. The washers and augers that serve as the overlay fasteners are modeled as cylindrical protuberances with constant thicknesses. Entry aerothermodynamic cases are studied to provide necessary inputs for future thermal analyses and to support the space-shuttle return-to-flight effort. The NASA Langley Aerothermodynamic Upwind Relaxation Algorithm (LAURA) is used to calculate heat transfer rate on the surfaces of the tile overlay repair and augers. Gas flow is modeled as non-equilibrium, five species air in thermal equilibrium. Heat transfer rate and surface temperatures are analyzed and studied for a shuttle orbiter trajectory point at Mach 17.85. Computational results show that the average heat transfer rate normalized with respect to its value at body point 1800 is about BF=1.9 for the auger head. It is also shown that the average BF for the auger and washer heads is about BF=2.0.

Rarefied flow past a flat plate at incidence

NASA Technical Reports Server (NTRS)

Dogra, Virendra K.; Moss, James N.; Price, Joseph M.

1988-01-01

Results of a numerical study using the direct simulation Monte Carlo (DSMC) method are presented for the transitional flow about a flat plate at 40 deg incidence. The plate has zero thickness and a length of 1.0 m. The flow conditions simulated are those experienced by the Shuttle Orbiter during reentry at 7.5 km/s. The range of freestream conditions are such that the freestream Knudsen number values are between 0.02 and 8.4, i.e., conditions that encompass most of the transitional flow regime. The DSMC simulations show that transitional effects are evident when compared with free molecule results for all cases considered. The calculated results demonstrate clearly the necessity of having a means of identifying the effects of transitional flow when making aerodynamic flight measurements as are currently being made with the Space Shuttle Orbiter vehicles. Previous flight data analyses have relied exclusively on adjustments in the gas-surface interaction models without accounting for the transitional effect which can be comparable in magnitude. The present calculations show that the transitional effect at 175 km would increase the Space Shuttle Orbiter lift-drag ratio by 90 percent over the free molecule value.

The Use of LS-DYNA in the Columbia Accident Investigation and Return to Flight Activities

NASA Technical Reports Server (NTRS)

Gabrys, Jonathan; Schatz, Josh; Carney, Kelly; Melis, Matthew; Fasanella, Edwin L.; Lyle, Karen H.

2004-01-01

During the launch of the Space Shuttle Columbia on January 16, 2003, foam originating from the external tank impacted the shuttle's left wing 81 seconds after lift-off. Then on February 1st, Space Shuttle Columbia broke-up during re-entry. In the weeks that followed, the Columbia Accident Investigation Board had formed various teams to investigate every aspect of the tragedy. One of these teams was the Impact Analysis Team, which was asked to investigate the foam impact on the wing leading edge. This paper will describe the approach and methodology used by the team to support the accident investigation, and more specifically the use of LS-DYNA for analyzing the foam impact event. Due to the success of the analytical predictions, the impact analysis team has also been asked to support Return to Flight activities. These activities will analyze a far broader range of impact events, but not with just foam and not only on the wing leading edge. The debris list has expanded and so have the possible impact locations. This paper will discuss the Return to Flight activities and the use of LS-DYNA to support them.

Driving and latching of the Starlab pointing mirror doors

NASA Technical Reports Server (NTRS)

Beaven, Herbert R., Jr.; Avina, Raymond R.

1990-01-01

The Starlab Experiment, a major SDIO technology initiative, is an attached payload which will be delivered into Earth orbit aboard NASA's Space Shuttle in 1991. Starlab will generate and aim an 80 cm diameter laser beam into space through a large opening in the structure which houses the pointing mirror. Two doors, each somewhat larger than a desktop, cover the opening when the laser optics system is nonoperational. Latch Mechanism Assemblies hold the doors shut during liftoff and ascent and, again, during Orbiter reentry. Each door is powered by a Door Drive System during the many open/close cycles between various experiments. The design, testing, and resultant failure modes of these mechanisms are examined.

Spur Gear Wear Investigated in Support of Space Shuttle Return-To-Flight Efforts

NASA Technical Reports Server (NTRS)

Krantz, Timothy L.; Oswald, Fred B.

2005-01-01

As part of NASA s Return-To-Flight efforts, the Space Operations Program investigated the condition of actuators for the orbiter s rudder speed brake. The actuators control the position of the rudder panels located in the tail of the orbiter, providing both steering control and braking during reentry, approach, and landing. Inspections of flight hardware revealed fretting and wear damage to the critical working surfaces of the actuator gears. To best understand the root cause of the observed damage and to help establish an appropriate reuse and maintenance plan for these safety critical parts, researchers completed a set of gear wear experiments at the NASA Glenn Research Center.

KSC-2010-1072

NASA Image and Video Library

2010-01-07

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility 1 at NASA's Kennedy Space Center in Florida, United Space Alliance technicians verify the alignment of the test equipment that will be used to perform a push test on an external tank door on space shuttle Atlantis. Two umbilical doors, located on the shuttle's aft fuselage, close after external tank separation following launch. The test confirms that the door's actuators are functioning properly and that signals sent from the actuators correctly indicate that the doors have closed, creating the necessary thermal barrier for reentry. Atlantis is next slated to deliver an Integrated Cargo Carrier and Russian-built Mini Research Module to the International Space Station on the STS-132 mission. The second in a series of new pressurized components for Russia, the module will be permanently attached to the Zarya module. Three spacewalks are planned to store spare components outside the station, including six spare batteries, a boom assembly for the Ku-band antenna and spares for the Canadian Dextre robotic arm extension. A radiator, airlock and European robotic arm for the Russian Multi-purpose Laboratory Module also are payloads on the flight. Launch is targeted for May 14, 2010. Photo credit: NASA/Troy Cryder

KSC-2010-1076

NASA Image and Video Library

2010-01-07

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility 1 at NASA's Kennedy Space Center in Florida, United Space Alliance technicians roll the test equipment away from an external tank door on space shuttle Atlantis following the successful completion of a push test. Two umbilical doors, located on the shuttle's aft fuselage, close after external tank separation following launch. The test confirms that the door's actuators are functioning properly and that signals sent from the actuators correctly indicate that the doors have closed, creating the necessary thermal barrier for reentry. Atlantis is next slated to deliver an Integrated Cargo Carrier and Russian-built Mini Research Module to the International Space Station on the STS-132 mission. The second in a series of new pressurized components for Russia, the module will be permanently attached to the Zarya module. Three spacewalks are planned to store spare components outside the station, including six spare batteries, a boom assembly for the Ku-band antenna and spares for the Canadian Dextre robotic arm extension. A radiator, airlock and European robotic arm for the Russian Multi-purpose Laboratory Module also are payloads on the flight. Launch is targeted for May 14, 2010. Photo credit: NASA/Troy Cryder

KSC-2010-1074

NASA Image and Video Library

2010-01-07

CAPE CANAVERAL, Fla. - In Orbiter Processing Facility 1 at NASA's Kennedy Space Center in Florida, United Space Alliance technicians remove the test equipment that was used to perform a push test on an external tank door on space shuttle Atlantis. Two umbilical doors, located on the shuttle's aft fuselage, close after external tank separation following launch. The test confirms that the door's actuators are functioning properly and that signals sent from the actuators correctly indicate that the doors have closed, creating the necessary thermal barrier for reentry. Atlantis is next slated to deliver an Integrated Cargo Carrier and Russian-built Mini Research Module to the International Space Station on the STS-132 mission. The second in a series of new pressurized components for Russia, the module will be permanently attached to the Zarya module. Three spacewalks are planned to store spare components outside the station, including six spare batteries, a boom assembly for the Ku-band antenna and spares for the Canadian Dextre robotic arm extension. A radiator, airlock and European robotic arm for the Russian Multi-purpose Laboratory Module also are payloads on the flight. Launch is targeted for May 14, 2010. Photo credit: NASA/Troy Cryder

The Columbia Debris Loan Program; Examples of Microscopic Analysis

NASA Technical Reports Server (NTRS)

Russell, Rick; Thurston, Scott; Smith, Stephen; Marder, Arnold; Steckel, Gary

2006-01-01

Following the tragic loss of the Space Shuttle Columbia NASA formed The Columbia Recovery Office (CRO). The CRO was initially formed at the Johnson Space Center after the conclusion of recovery operations on May 1,2003 and then transferred .to the Kennedy Space Center on October 6,2003 and renamed The Columbia Recovery Office and Preservation. An integral part of the preservation project was the development of a process to loan Columbia debris to qualified researchers and technical educators. The purposes of this program include aiding in the advancement of advanced spacecraft design and flight safety development, the advancement of the study of hypersonic re-entry to enhance ground safety, to train and instruct accident investigators and to establish an enduring legacy for Space Shuttle Columbia and her crew. Along with a summary of the debris loan process examples of microscopic analysis of Columbia debris items will be presented. The first example will be from the reconstruction following the STS- 107 accident and how the Materials and Proessteesa m used microscopic analysis to confirm the accident scenario. Additionally, three examples of microstructural results from the debris loan process from NASA internal, academia and private industry will be presented.

Control of a high beta maneuvering reentry vehicle using dynamic inversion.

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

Watts, Alfred Chapman

2005-05-01

The design of flight control systems for high performance maneuvering reentry vehicles presents a significant challenge to the control systems designer. These vehicles typically have a much higher ballistic coefficient than crewed vehicles like as the Space Shuttle or proposed crew return vehicles such as the X-38. Moreover, the missions of high performance vehicles usually require a steeper reentry flight path angle, followed by a pull-out into level flight. These vehicles then must transit the entire atmosphere and robustly perform the maneuvers required for the mission. The vehicles must also be flown with small static margins in order to performmore » the required maneuvers, which can result in highly nonlinear aerodynamic characteristics that frequently transition from being aerodynamically stable to unstable as angle of attack increases. The control system design technique of dynamic inversion has been applied successfully to both high performance aircraft and low beta reentry vehicles. The objective of this study was to explore the application of this technique to high performance maneuvering reentry vehicles, including the basic derivation of the dynamic inversion technique, followed by the extension of that technique to the use of tabular trim aerodynamic models in the controller. The dynamic inversion equations are developed for high performance vehicles and augmented to allow the selection of a desired response for the control system. A six degree of freedom simulation is used to evaluate the performance of the dynamic inversion approach, and results for both nominal and off nominal aerodynamic characteristics are presented.« less

German Contribution to the X-38 CRV Demonstrator in the Field of Guidance, Navigation and Control (GNC)

NASA Astrophysics Data System (ADS)

Soppa, Uwe; Görlach, Thomas; Roenneke, Axel Justus

2002-01-01

As a solution to meet a safety requirement to the future full scale space station infrastructure, the Crew Return/Rescue Vehicle (CRV) was supposed to supply the return capability for the complete ISS crew of 7 astronauts back to earth in case of an emergency. A prototype of such a vehicle named X-38 has been developed and built by NASA with European partnership (ESA, DLR). An series of aerial demonstrators (V13x) for tests of the subsonic TAEM phase and the parafoil descent and landing system has been flown by NASA from 1998 to 2001. A full scale unmanned space flight demonstrator (V201) has been built at JSC Houston and although the project has been stopped for budgetary reasons in 2002, it will hopefully still be flown in near future. The X-38 is a lifting body with hypersonic lift to drag ratio about 0.9. In comparison to the Space Shuttle Orbiter, this design provides less aerodynamic maneuvrability and a different actuator layout (divided body flap and winglet rudders instead as combined aileron and elevon in addition to thrust- ers for the early re-entry phase). Hence, the guidance and control concepts used onboard the shuttle orbiter had to be adapted and further developed for the application on the new vehicle. In the frame of the European share of the X-38 project and also of the German TETRA (TEchnol- ogy for future space TRAnsportation) project different GNC related contributions have been made: First, the primary flight control software for the autonomous guidance and control of the X-38 para- foil descent and landing phase has been developed, integrated and successfully flown on multiple vehicles and missions during the aerial drop test campaign conducted by NASA. Second, a real time X-38 vehicle simulator was provided to NASA which has also been used for the validation of a European re-entry guidance and control software (see below). According to the NASA verification and validation plan this simulator is supposed to be used as an independent vali- dation tool for the X-38 re-entry simulation and onboard software. Third, alternate guidance and control algorithms for the re-entry flight phase of X-38, using onboard flight path optimization for the guidance task and dynamic inversion control methods for attitude control have been developed. The resulting alternate guidance and control software shall be flown as a flight experiment onboard the V201 spaceflight test vehicle. Fourth, a fault tolerant computer similar to the one used onboard the ISS is planned to be integrated into the V201 spaceflight test vehicle as a host of the re-entry GNC software mentioned above. This paper will summarize the development and test phases of European guidance and control soft- ware and avionics elements for the different phases of the X-38 mission. Flight test results from the X38 aerial drop test campaigns will be presented and discussed. In addition, the flight experiment of the fault tolerant computer will be described.

Design of a recumbent seating system

NASA Technical Reports Server (NTRS)

Croyle, Scott; Delarosa, Jose; George, Daren; Hinkle, Cathy; Karas, Stephen

1993-01-01

Future space shuttle missions presented by NASA might require the shuttle to rendezvous with the Russian space station Mir for the purpose of transporting astronauts back to earth. Due to the atrophied state of these astronauts, a special seating system must be designed for their transportation. The main functions of this seating system are to support and restrain the astronauts during normal reentry flight and to dampen some of the loading that might occur in a crash situation. Through research, the design team developed many concept variants for these functional requirements. By evaluating each variant, the concepts were eliminated until the four most attractive designs remained. The team used a decision matrix to determine the best concept to carry through embodiment. This concept involved using struts for support during reentry flight and a spring damper/shock absorber system to dampen crash landing loads. The embodiment design process consisted of defining the layout of each of the main functional components, specifically, the seat structure and the strut structure. Through the use of MCS/pal two, the design was refined until it could handle all required loads and dampen to the forces specified. The auxiliary function carriers were then considered. Following the design of these components, the complete final layout could be determined. It is concluded that the final design meets all specifications outlined in the conceptual design. The main advantages of this design are its low weight, simplicity, and large amount of function sharing between different components. The disassembly of this design could potentially present a problem because of time and size constraints involved. Overall, this design meets or exceeds all functional requirements.

Multimodal Perception and Multicriterion Control of Nested Systems. 2; Constraints on Crew Members During Space Vehicle Abort, Entry, and Landing

NASA Technical Reports Server (NTRS)

Riccio, Gary E.; McDonald, P. Vernon; Irvin, Gregg E.; Bloomberg, Jacob J.

1998-01-01

This report reviews the operational demands made of a Shuttle pilot or commander within the context of a proven empirical methodology for describing human sensorimotor performance and whole-body coordination in mechanically and perceptually complex environments. The conclusions of this review pertain to a) methods for improving our understanding of the psychophysics and biomechanics of visual/manual control and whole-body coordination in space vehicle cockpits; b) the application of scientific knowledge about human perception and performance in dynamic inertial conditions to the development of technology, procedures, and training for personnel in space vehicle cockpits; c) recommendations for mitigation of safety and reliability concerns about human performance in space vehicle cockpits; and d) in-flight evaluation of flight crew performance during nominal and off-nominal launch and reentry scenarios.

Mathematical modeling of acute and chronic cardiovascular changes during Extended Duration Orbiter (EDO) flights

NASA Technical Reports Server (NTRS)

White, Ronald J.; Leonard, Joel I.; Srinivasan, R. Srini; Charles, John B.

1991-01-01

The purpose of NASA's Extended Duration Orbiter program is a gradual extension of the capabilities of the Space Shuttle Orbiter beyond its current 7-10 day limit on mission duration, as warranted by deepening understanding of the long-term physiological effects of weightlessness. Attention is being given to the cardiovascular problem of orthostatic tolerance loss due to its adverse effects on crew performance and health during reentry and initial readaptation to earth gravity. An account is given of the results of the application of proven mathematical models of circulatory and cardiovascular systems under microgravity conditions.

Coated columbium thermal protection systems: An assessment of technological readiness

NASA Technical Reports Server (NTRS)

Levine, S. R.; Grisaffe, S. J.

1973-01-01

Evaluation and development to date show that of the coated columbium alloys FS-85 coated with R512E shows significant promise for a reusable thermal protection system (TPS) as judged by environmental resistance and the retention of mechanical properties and structural integrity of panels upon repeated reentry simulation. Production of the alloy, the coating, and full-sized TPS panels is well within current manufacturing technology. Small defects which arise from impact damage or from local coating breakdown do not appear to have serious immediate consequences in the use environment anticipated for the space shuttle orbiter TPS.

STS-114: Discovery Post MMT Briefing

NASA Technical Reports Server (NTRS)

2005-01-01

On flight day 13, Leroy Cain, STS-114 Ascent/Entry Flight Director, discusses the condition of the Space Shuttle Discovery, and the weather outlook for landing. He answers questions from the news media about his feelings about re-entry since the Columbia tragedy, possible new information during re-entry, critical moments in the Mission Control Room during landing, and differences between night landing and day landing. Footage of the Mission Control Room and a talk with Soichi Noguchi in orbit is shown. Also, footage of the truss structure of the International Space Station, Destiny Laboratory, crew cabin of Discovery, and the Orbiter Docking System linked up to forward docking port on Discovery is shown. Eileen Collins and Wendy Lawrence are shown in the flight deck of Discovery. Charles Camarda is also shown in the mid-deck. Downlink television from Discovery shows spacewalk choreographer Andy Thomas with Stephen Robinson and Soichi Noguchi preparing for depressurization and pre-breathing activities that will lead to the opening of the hatch. The installation of a replacement GPS antenna, images of the port wing of Discovery and Canadarm moving with the Orbital Boom Sensor System (OBSS) extension is shown.

STS 61C - CREW INSIGNIA

NASA Image and Video Library

1985-10-10

S85-41917 (October 1985) --- Columbia, which opened the era of the Space Transportation System with four orbital flight tests, is featured in re-entry in the emblem designed by the STS61-C crew to represent the seven team members who will man the vehicle for its seventh STS mission later this year. Gold lettering against black background honors the astronaut crew members on the delta pattern surrounding colorful re-entry shock waves, and the payload specialists are honored similarly below the sphere. Robert L. Gibson is mission commander; Charles F. Bolden, pilot; and mission specialists are George D. Nelson, Steven A. Hawley and Franklin R. Chang-Diaz. Payload specialists are Robert J. Cenker of RCA and Bill Nelson, U.S. Representative (D., Florida). Representations of the U.S. flag and the constellation Draco flank the emblem's core. 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

Reentry aerodynamics forces and moments on the engine nozzle of the 146-inch solid rocket booster model 473 tested in MSFC 14 by 14 inch trisonic wind tunnel (SA30F)

NASA Technical Reports Server (NTRS)

Johnson, J. D.; Braddock, W. F.

1975-01-01

A test of a model of the Space Shuttle Solid Rocket Boosters (SRB's) was performed in a 14 x 14 inch Trisonic Wind Tunnel to determine the aerodynamic forces and moments imposed on the nozzle of the SRB during reentry. The model, with scale dimensions equal to 0.5479 of the actual SRB dimensions, was instrumented with a six-component force balance attached to the model nozzle so that only forces and moments acting on the nozzle were measured. A total of 137 runs (20 deg pitch polars) were performed during this test. The angle of attack ranged from 60 to 185 deg, the Reynolds number from 5.2 million to 7.6 million. The Mach numbers investigated were 1.96, 2.74, and 3.48. Five external protuberances were simulated. The effective roll angle simulated was 180 deg. The effects of three different heat shield configurations were investigated.

Methods for extracting aerodynamic accelerations from Orbiter High Resolution Accelerometer Package flight data

NASA Technical Reports Server (NTRS)

Thompson, J. M.; Russell, J. W.; Blanchard, R. C.

1987-01-01

This report presents a process for extracting the aerodynamic accelerations of the Shuttle Orbiter Vehicle from the High Resolution Accelerometer Package (HiRAP) flight data during reentry. The methods for obtaining low-level aerodynamic accelerations, principally in the rarefied flow regime, are applied to 10 Orbiter flights. The extraction process is presented using data obtained from Space Transportation System Flight 32 (Mission 61-C) as a typical example. This process involves correcting the HiRAP measurements for the effects of temperature bias and instrument offset from the Orbiter center of gravity, and removing acceleration data during times they are affected by thruster firings. The corrected data are then made continuous and smooth and are further enhanced by refining the temperature bias correction and removing effects of the auxiliary power unit actuation. The resulting data are the current best estimate of the Orbiter aerodynamic accelerations during reentry and will be used for further analyses of the Orbiter aerodynamics and the upper atmosphere characteristics.

KSC-06pd2091

NASA Image and Video Library

2006-09-09

KENNEDY SPACE CENTER, FLA. - In the Operations and Checkout Building at NASA Kennedy Space Center, STS-115 Mission Specialist Joseph Tanner dons his launch and re-entry suit before heading to the launch pad for another attempt at liftoff. The launch attempt on Sept. 8 was scrubbed due to an issue with a fuel cut-off sensor system inside the external fuel tank. This is one of several systems that protect the shuttle's main engines by triggering their shutdown if fuel runs unexpectedly low. Liftoff today is scheduled for 11:15 a.m. EDT. During the STS-115 mission, Atlantis' astronauts will deliver and install the 17.5-ton, bus-sized P3/P4 integrated truss segment on the station. The girder-like truss includes a set of giant solar arrays, batteries and associated electronics and will provide one-fourth of the total power-generation capability for the completed station. This mission is the 116th space shuttle flight, the 27th flight for orbiter Atlantis, and the 19th U.S. flight to the ISS. STS-115 is scheduled to last 11 days with a planned landing at KSC. Photo credit: NASA/Kim Shiflett

14 CFR 435.7 - Payload reentry determination.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Payload reentry determination. 435.7 Section 435.7 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION... transport a payload to Earth on a reentry vehicle unless the proposed payload is exempt from payload review...

Space Shuttle Columbia Post-Accident Analysis and Investigation

NASA Technical Reports Server (NTRS)

McDanels, Steven J.

2006-01-01

Although the loss of the Space Shuttle Columbia and its crew was tragic, the circumstances offered a unique opportunity to examine a multitude of components which had experienced one of the harshest environments ever encountered by engineered materials: a break up at a velocity in excess of Mach 18 and an altitude exceeding 200,000 feet (63 KM), resulting in a debris field 645 miles/l,038 KM long and 10 miles/16 KM wide. Various analytical tools were employed to ascertain the sequence of events leading to the disintegration of the Orbiter and to characterize the features of the debris. The testing and analyses all indicated that a breach in a left wing reinforced carbon/carbon composite leading edge panel was the access point for hot gasses generated during re-entry to penetrate the structure of the vehicle and compromise the integrity of the materials and components in that area of the Shuttle. The analytical and elemental testing utilized such techniques as X-Ray Diffraction (XRD), Energy Dispersive X-Ray (EDX) dot mapping, Electron Micro Probe Analysis (EMPA), and X-Ray Photoelectron Spectroscopy (XPS) to characterize the deposition of intermetallics adjacent to the suspected location of the plasma breach in the leading edge of the left wing, Fig. 1.

14 CFR 431.7 - Payload and payload reentry determinations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Payload and payload reentry determinations. 431.7 Section 431.7 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION... payload reentry determination is required to reenter a payload to Earth on an RLV unless the proposed...

Heat addition to a subsonic boundary layer: A preliminary analytical study

NASA Technical Reports Server (NTRS)

Macha, J. M.; Norton, D. J.

1971-01-01

A preliminary analytical study of the effects of heat addition to the subsonic boundary layer flow over a typical airfoil shape is presented. This phenomenon becomes of interest in the space shuttle mission since heat absorbed by the wing structure during re-entry will be rejected to the boundary layer during the subsequent low speed maneuvering and landing phase. A survey of existing literature and analytical solutions for both laminar and turbulent flow indicate that a heated surface generally destabilizes the boundary layer. Specifically, the boundary layer thickness is increased, the skin friction at the surface is decreased and the point of flow separation is moved forward. In addition, limited analytical results predict that the angle of attack at which a heated airfoil will stall is significantly less than the stall angle of an unheated wing. These effects could adversely affect the lift and drag, and thus the maneuvering capabilities of booster and orbiter shuttle vehicles.

STS-85 Mission Specialist Stephen Robinson suits up

NASA Technical Reports Server (NTRS)

1997-01-01

STS-85 Mission Specialist Stephen K. Robinson smiles as he is assisted with his ascent/reentry flight suit by a suit technician in the Operations and Checkout (O&C) Building. He has been a NASA employee since 1975 and has worked at Ames and Langley Research Centers. Robinson holds a doctorate in mechanical engineering and is a licensed pilot. He will assist Mission Specialist Robert L. Curbeam, Jr. with the Cryogenic Infrared Spectrometers and Telescopes for the Atmosphere-Shuttle Pallet Satellite-2 (CRISTA- SPAS-2) free-flyer and conduct Comet Hale-Bopp observations with the Southwest Ultraviolet Imaging System. Robinson will also coordinate photo and television data operations during the mission. The primary payload aboard the Space Shuttle orbiter Discovery is the CRISTA-SPAS- 2. Other payloads on the 11-day mission include the Manipulator Flight Demonstration (MFD), and Technology Applications and Science-1 (TAS-1) and International Extreme Ultraviolet Hitchhiker-2 (IEH-2) experiments.

Abort-once-around entry dispersion corridor analysis. [for space shuttle reentry

NASA Technical Reports Server (NTRS)

Kyle, H. C.

1975-01-01

Abort-Once-Around (AOA) entry dispersion corridors were determined for Shuttle Mission 3A. These corridors are presented as plots of entry interface flight path angle versus range to target. The methods used to determine the corridors are discussed. Major dispersion sources are discussed and results presented. While specific trajectory inputs and constraints are subject to change, the dispersion corridors show the trends under consideration. The corridors presented show the delta V advantage of the two-burn over the one-burn AOA. The atmospheric dispersion study illustrates the need to target for the seasonal atmosphere. The 40 deg/30 deg angle of attack (alpha) (TPS design) profile did not provide adequate crossrange capability with worst case aerodynamic dispersions. This problem was alleviated with the change to a 38 deg/28 deg alpha profile. The backface temperatures calculated were generally higher than the present limits.

KSC-2012-5894

NASA Image and Video Library

2012-10-19

CAPE CANAVERAL, Fla. – An Orion mockup spacecraft atop its service module simulator is lowered onto a transporter in the transfer aisle of the Vehicle Assembly Building, or VAB, at NASA's Kennedy Space Center in Florida. The Orion mockup is exact in details on the outside, but mostly empty on the inside. The work in the VAB is crucial to making sure the designs are accurate. Visible in the background on the left is the space shuttle Atlantis being readied for its move to the Kennedy Space Center Visitor Complex. 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. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on a Space Launch System rocket. For more information, visit http://www.nasa.gov/orion Photo credit: NASA/ Dmitri Gerondidakis

KSC-2012-5892

NASA Image and Video Library

2012-10-19

CAPE CANAVERAL, Fla. – An Orion mockup spacecraft atop its service module simulator is lifted in the transfer aisle of the Vehicle Assembly Building, or VAB, at NASA's Kennedy Space Center in Florida. The Orion mockup is exact in details on the outside, but mostly empty on the inside. The work in the VAB is crucial to making sure the designs are accurate. Visible in the background on the left is the space shuttle Atlantis being readied for its move to the Kennedy Space Center Visitor Complex. 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. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on a Space Launch System rocket. For more information, visit http://www.nasa.gov/orion Photo credit: NASA/ Dmitri Gerondidakis

KSC-2012-5895

NASA Image and Video Library

2012-10-19

CAPE CANAVERAL, Fla. – An Orion mockup spacecraft atop its service module simulator is lowered onto a transporter in the transfer aisle of the Vehicle Assembly Building, or VAB, at NASA's Kennedy Space Center in Florida. The Orion mockup is exact in details on the outside, but mostly empty on the inside. The work in the VAB is crucial to making sure the designs are accurate. Visible in the background on the left is the space shuttle Atlantis being readied for its move to the Kennedy Space Center Visitor Complex. 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. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on a Space Launch System rocket. For more information, visit http://www.nasa.gov/orion Photo credit: NASA/ Dmitri Gerondidakis

Developing and flight testing the HL-10 lifting body: A precursor to the Space Shuttle

NASA Technical Reports Server (NTRS)

Kempel, Robert W.; Painter, Weneth D.; Thompson, Milton O.

1994-01-01

The origins of the lifting-body idea are traced back to the mid-1950's, when the concept of a manned satellite reentering the Earth's atmosphere in the form of a wingless lifting body was first proposed. The advantages of low reentry deceleration loads, range capability, and horizontal landing of a lifting reentry vehicle (as compared with the high deceleration loads and parachute landing of a capsule) are presented. The evolution of the hypersonic HL-10 lifting body is reviewed from the theoretical design and development process to its selection as one of two low-speed flight vehicles for fabrication and piloted flight testing. The design, development, and flight testing of the low-speed, air-launched, rocket-powered HL-10 was part of an unprecedented NASA and contractor effort. NASA Langley Research Center conceived and developed the vehicle shape and conducted numerous theoretical, experimental, and wind-tunnel studies. NASA Flight Research Center (now NASA Dryden Flight Research Center) was responsible for final low-speed (Mach numbers less than 2.0) aerodynamic analysis, piloted simulation, control law development, and flight tests. The prime contractor, Northrop Corp., was responsible for hardware design, fabrication, and integration. Interesting and unusual events in the flight testing are presented with a review of significant problems encountered in the first flight and how they were solved. Impressions by the pilots who flew the HL-10 are included. The HL-10 completed a successful 37-flight program, achieved the highest Mach number and altitude of this class vehicle, and contributed to the technology base used to develop the space shuttle and future generations of lifting bodies.

A Summary of the Space Shuttle Columbia Tragedy and the Use of LS Dyna in the Accident Investigation and Return to Flight Efforts

NASA Technical Reports Server (NTRS)

Melis, Matthew; Carney, Kelly; Gabrys, Jonathan; Fasanella, Edwin L.; Lyle, Karen H.

2004-01-01

On February 1, 2003, the Space Shuttle Columbia broke apart during reentry resulting in loss of 7 crewmembers and craft. For the next several months an extensive investigation of the accident ensued involving a nationwide team of experts from NASA, industry, and academia, spanning dozens of technical disciplines. The Columbia Accident Investigation Board (CAIB), a group of experts assembled to conduct an investigation independent of NASA concluded in August, 2003 that the cause of the loss of Columbia and its crew was a breach in the left wing leading edge Reinforced Carbon-Carbon (RCC) thermal protection system initiated by the impact of thermal insulating foam that had separated from the orbiters external fuel tank 81 seconds into the missions launch. During reentry, this breach allowed superheated air to penetrate behind the leading edge and erode the aluminum structure of left wing which ultimately led to the breakup of the orbiter. In order to gain a better understanding the foam impact on the orbiters RCC wing leading edge, a multi-center team of NASA and Boeing impact experts was formed to characterize the foam and RCC materials for impact analysis using LS Dyna. Dyna predictions were validated with sub-component and full scale tests. LS Dyna proved to be a valuable asset in supporting both the Columbia Accident Investigation and NASA s return to flight efforts. This paper summarizes Columbia Accident and the nearly seven month long investigation that followed. The use of LS-DYNA in this effort is highlighted. Contributions to the investigation and return to flight efforts of the multicenter team consisting of members from NASA Glenn, NASA Langley, and Boeing Philadelphia are introduced and covered in detail in papers to follow in these proceedings.

Results of aerodynamic heat transfer tests of a 0.0175-scale model of the Rockwell International Space Shuttle Orbiter 139 (model number 22-0) in the NASA/Ames 3.5-foot hypersonic wind tunnel (test OH6)

NASA Technical Reports Server (NTRS)

Dye, W. H.; Lockman, W. K.

1975-01-01

The results of a hypersonic wind tunnel test program conducted using a 0.0175 scale thin-skin thermocouple model of the Space Shuttle Orbiter to obtain aerodynamic heat transfer data on the Orbiter under simulated reentry conditions were presented. The test program was conducted at a Mach number of 7.3 and a freestream Reynolds number ranging between 1.0 and 6.0 million/foot. The model was tested for angles of attack ranging between 10 deg and 30 deg and a sideslip angle of 0 deg. The model was constructed of 15-5 PH stainless steel with the instrumented areas machined to a nominal skin thickness of 0.030 in. The model instrumentation consisted of 288 iron-constantan thermocouples spot welded to the skin inner surface, but only 75 of these were used in this test program. A high-speed, analog-to-digital data acquisition system was used to record data on magnetic tape.

Thermochemical Degradation Mechanisms for the Reinforced Carbon/Carbon Panels on the Space Shuttle

NASA Technical Reports Server (NTRS)

Jacobson, Nathan S.; Rapp, Robert A.

1995-01-01

The wing leading edge and nose cone of the Space Shuttle are fabricated from a reinforced carbon/carbon material (RCC). The material attains its oxidation resistance from a diffusion coating of SiC and a glass sealant. During re-entry, the RCC material is subjected to an oxidizing high temperature environment, which leads to degradation via several mechanisms. These mechanisms include oxidation to form a silica scale, reaction of the SiO2 with the SiC to evolve gaseous products, viscous flow of the glass, and vaporization of the glass. Each of these is discussed in detail. Following extended service and many missions, the leading-edge wing surfaces have exhibited small pinholes. A chloridation/oxidation mechanism is proposed to arise from the NaCl deposited on the wings from the sea-salt laden air in Florida. This involves a local chloridation reaction of the SiC and subsequent re-oxidation at the external surface. Thermodynamic calculations indicate the feasibility of these reactions at active pits. Kinetic calculations predict pore depths close to those observed.

The Space Shuttle Columbia Accident Investigation and Reconstruction: Two Years Later

NASA Technical Reports Server (NTRS)

McDanels, Steven J.

2005-01-01

The Space Shuttle Columbia was lost during re-entry over two years ago. Since the release of the official materials-related findings in August of 2003, additional testing and analysis of select pieces of debris has continued. Microanalytical techniques, including EMPA, ESCA, and x-ray elemental dot mapping, were employed during the initial investigation; the results related the microstructural characteristics of deposit layers to the breach location in the leading edge of the left wing. Such characteristics included deposition order, composition, and distribution. Subsequent to the original efforts, new analytical data and information, not available at the time of the primary investigation, has been generated. This data was obtained via a low-vacuum SEM, fitted not only with a light-element EDS detector, but an XRF tube as well. Essentially, for elements up to sodium, classic EDS was utilized; above sodium, XRF was used. Predominantly, the elements of interest were aluminum, titanium, chromium, iron, nickel, and copper. The findings of both old and new data are compared, and their application to the overall accident investigation detailed.

Space shuttle: Longitudinal and lateral aerodynamic characteristics of the 0.0035-scale GD/C aerospace booster (B-15B-1)

NASA Technical Reports Server (NTRS)

Debevoise, J. M.; Mcginnis, R. F.

1972-01-01

Force tests on a 0.0035-scale model of the General Dynamics/Convair space shuttle B-15B-1 booster were conducted in the MSFC trisonic wind tunnel during February and March 1971. Longitudinal and lateral characteristics were obtained at Mach numbers from 0.6 to 4.96. The configuration tested had a low delta wing, all-movable canard controls of delta planform, and a single vertical tail. Most of the test was devoted to obtaining data relevant to the transition from atmospheric reentry to subsonic cruise. In that portion of the test the angles of attack ranged from 6 degrees to 60 degrees, and yaw runs were made at angles of attack of 15 and 35 degrees. The rest of the test was devoted to obtaining booster-alone buildup data relevant to the launch phase. For the launch phase, the Mach number range was from 0.6 to 2.0, the angles of attack were from -10 to +10 degrees, and yaw runs were made at zero angle of attack.

The US - European Cooperation in the X-38 and CRV Programs

NASA Astrophysics Data System (ADS)

Sygulla, D.; Sabath, D.; Püttmann, N.; Schmid, V.; Caporicci, M.; Anderson, B.

2002-01-01

The European participation in the US X-38 program was initiated in 1997 and is realized by contributions from two European programs, by ESA's "Applied Reentry Technology Program", (ARTP) and the German/DLR "Technologies for Future Space Transportation Systems" (TETRA) program. The space agencies of USA, Europe and Germany have established two Memoranda of Understanding - NASA-ESA and NASA-DLR - for the European participation in the X-38 Program to deliver flight hard- and software in exchange to a re-entry flight opportunity with Vehicle 201 (V201). By October 2002 all European contributions to V201 of the X-38 program will be delivered to NASA JSC. Vehicle 201 represents the orbital test vehicle of the experimental vehicle family, developed and built from 1996 onwards by NASA at Johnson Space Center, JSC in Houston. The X-38 Program was initiated by NASA to prepare and develop the Crew Return Vehicle (CRV) with Vehicle 201 as prototype. NASA conducts the overall X-38 vehicle system engineering and integration, intended to provide the launch of the vehicle 201 with the Space Shuttle and will deliver flight data for post-flight analysis and assessment to DLR and ESA. The German national project TETRA (Technologies for future Space Transportation Systems) and the European ARTP (Applied Re-entry Technology Programme) are providing engineering support for design, analysis, system engineering and layout as well as delivering essential flight hard- and software: CMC Body flaps and CMC nose assembly from TETRA; rudders, CMC leading edges, landing gears and major elements of the V201 primary structure from ARTP. Since both programmes contribute in cooperation the major part of the aerodynamic database is generated, the flexible external insulation is developed and manufactured, and advanced sensors and data acquisition systems are built. The parts for V201 have been developed, fulfill the requirements, are qualified for flight and they are in the process of being integrated on the vehicle X- 38 V201. There will be no exchange of funds since the delivery of contributions and the flight opportunity are parts of a barter agreement. Presently NASA is assembling the vehicle's structure in preparation of the structural vehicle test in 2002. In the following period all major subsystems will be included and checked out before the envisaged orbital test flight of V201. The Shuttle Columbia will set it free in orbit and after an autonomous reentry flight it is proposed to glide towards Australia, hanging on the largest parafoil ever been built (7.500 square feet). Parallel to the final installation of all flight systems in V201, it was foreseen to develop the CRV using most of the systems of V201, provided the critical cost situation on the International Space Station can be solved. In this case the CRV would be used from about 2008/2009 as `ambulance - lifeboat' and/or as `return vehicle' for the crew of the International Space Station. Manifold contributions from European companies could be provided for the CRV: All in all this paper will give an overview about the programs X-38, CRV, TETRA and ARTP, as well as an overview about the status of the development of flight hard- and software for the reusable vehicle X-38 V201. *)CMC Ceramic Matrix Composites

Orion Flight Test-1 Thermal Protection System Instrumentation

NASA Technical Reports Server (NTRS)

Kowal, T. John

2011-01-01

The Orion Crew Exploration Vehicle (CEV) was originally under development to provide crew transport to the International Space Station after the retirement of the Space Shuttle, and to provide a means for the eventual return of astronauts to the Moon. With the current changes in the future direction of the United States human exploration programs, the focus of the Orion project has shifted to the project s first orbital flight test, designated Orion Flight Test 1 (OFT-1). The OFT-1 is currently planned for launch in July 2013 and will demonstrate the Orion vehicle s capability for performing missions in low Earth orbit (LEO), as well as extensibility beyond LEO for select, critical areas. Among the key flight test objectives are those related to validation of the re-entry aerodynamic and aerothermal environments, and the performance of the thermal protection system (TPS) when exposed to these environments. A specific flight test trajectory has been selected to provide a high energy entry beyond that which would be experienced during a typical low Earth orbit return, given the constraints imposed by the possible launch vehicles. This trajectory resulted from a trade study that considered the relative benefit of conflicting objectives from multiple subsystems, and sought to provide the maximum integrated benefit to the re-entry state-of-the-art. In particular, the trajectory was designed to provide: a significant, measureable radiative heat flux to the windward surface; data on boundary transition from laminar to turbulent flow; and data on catalytic heating overshoot on non-ablating TPS. In order to obtain the necessary flight test data during OFT-1, the vehicle will need to have an adequate quantity of instrumentation. A collection of instrumentation is being developed for integration in the OFT-1 TPS. In part, this instrumentation builds upon the work performed for the Mars Science Laboratory Entry, Descent and Landing Instrument (MEDLI) suite to instrument the OFT-1 ablative heat shield. The MEDLI integrated sensor plugs and pressure sensors will be adapted for compatibility with the Orion TPS design. The sensor plugs will provide in-depth temperature data to support aerothermal and TPS model correlation, and the pressure sensors will provide a flush air data system for validation of the entry and descent aerodynamic environments. In addition, a radiometer design will be matured to measure the radiative component of the reentry heating at two locations on the heat shield. For the back shell, surface thermocouple and pressure port designs will be developed and applied which build upon the heritage of the Space Shuttle Program for instrumentation of reusable surface insulation (RSI) tiles. The quantity and location of the sensors has been determined to balance the needs of the reentry disciplines with the demands of the hardware development, manufacturing and integration. Measurements which provided low relative value and presented significant engineering development effort were, unfortunately, eliminated. The final TPS instrumentation has been optimized to target priority test objectives. The data obtained will serve to provide a better understanding of reentry environments for the Orion capsule design, reduce margins, and potentially reduce TPS mass or provide TPS extensibility for alternative missions.

Recent Shuttle Post Flight MMOD Inspection Highlights

NASA Technical Reports Server (NTRS)

Hyed, James L.; Christiansen, Eric L.; Lear, Dana M.; Herrin, Jason S.

2009-01-01

Post flight inspections on the Space Shuttle Atlantis conducted after the STS-11.5 mission revealed a 0.11 inch (2.8 mm) hole in the outer face sheet of the starboard payload bay door radiator panel #4. The payload bay door radiators in this region are 0.5 inch (12.7 mm) thick aluminum honeycomb with 0.011 in (0.279 mm) thick aluminum face sheets topped with 0.005 in (0.127 mm) silver-Teflon tape. Inner face sheet damage included a 0.267 in (6.78 mm) long through crack with measureable deformation in the area of 0.2 in (5.1 mm). There was also a 0.031 in (0.787 nun) diameter hole in the rear face sheet. A large approximately l in (25 mm) diameter region of honeycomb was also destroyed. Since the radiators are located on the inside of the shuttle payload bay doors which are closed during ascent and reentry, the damage could only have occurred during the on-orbit portion of the mission. During the August 2007 STS-118 mission to the International Space Station, a micro-meteoroid or orbital debris (MMOD) particle impacted and completely penetrated one of shuttle Endeavour's radiator panels and the underlying thermal control system (TCS) blanket, leaving deposits on (but no damage to) the payload bay door. While it is not unusual for shuttle orbiters to be impacted by small MMOD particles, the damage from this impact is larger than any previously seen on the shuttle radiator panels. One of the largest impacts ever observed on a crew module window occurred during the November 2008 STS-126 mission to the International Space Station. Damage to the window was documented by the crew on orbit. Post flight inspection revealed a 0.4 in (10.8 mm) crater in the window pane, with a depth of 0.03 in (0.76 mm). The window pane was replaced due to the damage caused by this impact. Analysis performed on residue contained in dental mold impressions taken of the site indicated that a meteoroid particle produced this large damage site. The post flight inspection after the subsequent mission, STS-119 in March of 2009, produced a large MMOD impact feature in a wing leading edge reinforced carbon-carbon panel. The crater measured 0.18 in (4.5 nun) in diameter and was nearly 0.037 in (0.93 nun) deep. The thickness of the silicon carbide coating that protects the carbon substrate is nominally 0.02 in (0.5 nun) to 0.04 in (1 mm), making this a significant impact into the RCC. The damage occurred on the upper surface of the panel, which experiences lower heat loads on re-entry. This poster will document the data collected from the impact sites and will include results of the Scanning Electron Microscope/Energy Dispersive X-ray (SEM/EDX) analysis. Evidence will be presented that suggests a source of the impacts.

14 CFR 440.12 - Duration of coverage for licensed reentry; modifications.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false Duration of coverage for licensed reentry; modifications. 440.12 Section 440.12 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION..., shall attach upon commencement of licensed reentry, and remain in full force and effect as follows: (1...

14 CFR 440.12 - Duration of coverage for licensed reentry; modifications.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Duration of coverage for licensed reentry; modifications. 440.12 Section 440.12 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION..., shall attach upon commencement of licensed reentry, and remain in full force and effect as follows: (1...

14 CFR 440.12 - Duration of coverage for licensed reentry; modifications.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false Duration of coverage for licensed reentry; modifications. 440.12 Section 440.12 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION..., shall attach upon commencement of licensed reentry, and remain in full force and effect as follows: (1...

14 CFR 440.12 - Duration of coverage for licensed reentry; modifications.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false Duration of coverage for licensed reentry; modifications. 440.12 Section 440.12 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION..., shall attach upon commencement of licensed reentry, and remain in full force and effect as follows: (1...

14 CFR 440.12 - Duration of coverage for licensed reentry; modifications.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false Duration of coverage for licensed reentry; modifications. 440.12 Section 440.12 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION..., shall attach upon commencement of licensed reentry, and remain in full force and effect as follows: (1...

Support activities to maintain SUMS flight readiness, volume 7. Attachment B: Flight STS-35 report, section E

NASA Technical Reports Server (NTRS)

Wright, Willie

1992-01-01

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

Support activities to maintain SUMS flight readiness, volume 8. Attachment B: Flight STS-35 report, section F

NASA Technical Reports Server (NTRS)

Wright, Willie

1992-01-01

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

Experimental Space Shuttle Orbiter Studies to Acquire Data for Code and Flight Heating Model Validation

NASA Technical Reports Server (NTRS)

Wadhams, T. P.; Holden, M. S.; MacLean, M. G.; Campbell, Charles

2010-01-01

In an experimental study to obtain detailed heating data over the Space Shuttle Orbiter, CUBRC has completed an extensive matrix of experiments using three distinct models and two unique hypervelocity wind tunnel facilities. This detailed data will be employed to assess heating augmentation due to boundary layer transition on the Orbiter wing leading edge and wind side acreage with comparisons to computational methods and flight data obtained during the Orbiter Entry Boundary Layer Flight Experiment and HYTHIRM during STS-119 reentry. These comparisons will facilitate critical updates to be made to the engineering tools employed to make assessments about natural and tripped boundary layer transition during Orbiter reentry. To achieve the goals of this study data was obtained over a range of Mach numbers from 10 to 18, with flight scaled Reynolds numbers and model attitudes representing key points on the Orbiter reentry trajectory. The first of these studies were performed as an integral part of Return to Flight activities following the accident that occurred during the reentry of the Space Shuttle Columbia (STS-107) in February of 2003. This accident was caused by debris, which originated from the foam covering the external tank bipod fitting ramps, striking and damaging critical wing leading edge heating tiles that reside in the Orbiter bow shock/wing interaction region. During investigation of the accident aeroheating team members discovered that only a limited amount of experimental wing leading edge data existed in this critical peak heating area and a need arose to acquire a detailed dataset of heating in this region. This new dataset was acquired in three phases consisting of a risk mitigation phase employing a 1.8% scale Orbiter model with special temperature sensitive paint covering the wing leading edge, a 0.9% scale Orbiter model with high resolution thin-film instrumentation in the span direction, and the primary 1.8% scale Orbiter model with detailed thin-film resolution in both the span and chord direction in the area of peak heating. Additional objectives of this first study included: obtaining natural or tripped turbulent wing leading edge heating levels, assessing the effectiveness of protuberances and cavities placed at specified locations on the orbiter over a range of Mach numbers and Reynolds numbers to evaluate and compare to existing engineering and computational tools, obtaining cavity floor heating to aid in the verification of cavity heating correlations, acquiring control surface deflection heating data on both the main body flap and elevons, and obtain high speed schlieren videos of the interaction of the orbiter nose bow shock with the wing leading edge. To support these objectives, the stainless steel 1.8% scale orbiter model in addition to the sensors on the wing leading edge was instrumented down the windward centerline, over the wing acreage on the port side, and painted with temperature sensitive paint on the starboard side wing acreage. In all, the stainless steel 1.8% scale Orbiter model was instrumented with over three-hundred highly sensitive thin-film heating sensors, two-hundred of which were located in the wing leading edge shock interaction region. Further experimental studies will also be performed following the successful acquisition of flight data during the Orbiter Entry Boundary Layer Flight Experiment and HYTHIRM on STS-119 at specific data points simulating flight conditions and geometries. Additional instrumentation and a protuberance matching the layout present during the STS-119 boundary layer transition flight experiment were added with testing performed at Mach number and Reynolds number conditions simulating conditions experienced in flight. In addition to the experimental studies, CUBRC also performed a large amount of CFD analysis to confirm and validate not only the tunnel freestream conditions, but also 3D flows over the orbiter acreage, wing leading edge, and controlurfaces to assess data quality, shock interaction locations, and control surface separation regions. This analysis is a standard part of any experimental program at CUBRC, and this information was of key importance for post-test data quality analysis and understanding particular phenomena seen in the data. All work during this effort was sponsored and paid for by the NASA Space Shuttle Program Office at the Johnson Space Center in Houston, Texas.

High temperature insulation barrier composite

NASA Technical Reports Server (NTRS)

Onstott, Joseph W. (Inventor)

1989-01-01

A composite material suitable for providing insulation for the nozzle structure of the Space Shuttle and other similar surfaces is disclosed. The composite layer is comprised of an outer skin layer of nickel chromium and an interleaved inner region comprising a top layer of nickel chromium foil which acts as a primary convective shield. There are at least two layers of alumina batting adjacent to the layers of silicon carbide fabric. An additional layer of nickel chromium foil is used as a secondary convective shield. The composite is particularly advantageous for use as nozzle insulation because of its ability to withstand high reentry temperatures, its flexibility, oxidation resistance, low conductivity, and light weight.

Degradation and reuse of radiative thermal protection system materials for the space shuttle

NASA Technical Reports Server (NTRS)

Bartlett, E. S.; Maykuth, D. J.; Grinberg, I. M.; Luce, R. G.

1971-01-01

Three silicide coated columbium alloys and two cobalt alloys were subjected to identical simulated reentry profiling exposures in both static (controlled vacuum leak) and dynamic (hypersonic plasma shear) environments. Primary emphasis in the columbium alloy evaluation was on the Cb752 and C129Y alloys with a lesser amount on FS85. Commercial silicide coatings of the R512E and VH109 formulations were used. The coated specimens were intentionally defected to provide the types of coating flaws that are expected in service. Temperatures were profiled up to peak temperatures of either 2350 F or 2500 F for 15 minutes in each cycle.

The role of visual context in manual target localization

NASA Technical Reports Server (NTRS)

Barry, Susan R.

1993-01-01

During space flight and immediately after return to the 1-g environment of earth, astronauts experience perceptual and sensory-motor disturbances. These changes result from adaptation of the astronaut to the microgravity environment of space. During space flight, sensory information from the eyes, limbs, and vestibular organs is reinterpreted by the central nervous system in order to produce appropriate body movements in the microgravity. This adaptation takes several days to develop. Upon return to earth, the changes in the sensory-motor system are no longer appropriate to a 1-g environment. Over several days, the astronaut must re-adapt to the terrestrial environment. Alterations in sensory-motor function may affect eye-head-hand coordination and, thus, the crewmember's ability to manually locate objects in extrapersonal space. Previous reports have demonstrated that crewmembers have difficulty in estimating joint and limb position and in pointing to memorized target positions on orbit and immediately postflight. The ability to point at or reach toward an object or perform other manual tasks is essential for safe Shuttle operation and may be compromised particularly during re-entry and landing sequences and during possible emergency egress from the Shuttle. An understanding of eye-head-hand coordination and the changes produced during space flight is necessary to develop effective countermeasures. This summer's project formed part of the study of the sensory cues use in the manual localization of objects.

Boundary Layer Transition Protuberance Tests at NASA JSC Arc-Jet Facility

NASA Technical Reports Server (NTRS)

Larin, M. E.; Marichalar, J. J.; Kinder, G. R.; Campbell, C. H.; Riccio, J. R.; Nquyen, T. Q.; DelPapa, S. V.; Pulsonetti, M. V.

2009-01-01

A series of arc-jet tests in support of the Shuttle Orbiter Boundary Layer Transition flight experiment was conducted in the Channel Nozzle of the NASA Johnson Space Center Atmospheric Reentry Materials and Structures Facility. The boundary layer trip was a protrusion of a certain height and geometry fabricated as part of a 6"x6" tile insert, a special test article made of the Boeing Rigid Insulation tile material and coated with the Reaction Cured Glass used for the bottom fuselage tiles of the Space Shuttle Orbiter. A total of five such tile inserts were manufactured: four with the 0.25-in. trip height, and one with the 0.35-in. trip height. The tile inserts were interchangeably installed in the center of the 24"x24" variable configuration tile array mounted in the 24"x24" test section of the channel nozzle. The objectives of the test series were to demonstrate that the boundary layer trip can safely withstand the Space Shuttle Orbiter flight-like re-entry environments and provide temperature data on the protrusion surface, surfaces of the nearby tiles upstream and downstream of the trip, as well as the bond line between the tiles and the structure. The targeted test environments were defined for the tip of the protrusion, away from the nominal surface of the tile array. The arc jet test conditions were approximated in order to produce the levels of the free stream total enthalpy at the protrusion height similar to those expected in flight. The test articles were instrumented with surface, sidewall and bond line thermocouples. Additionally, Tempilaq temperature-indicating paint was applied to the nominal tiles of the tile array in locations not interfering with the protrusion trip. Five different grades of paint were used that disintegrate at different temperatures between 1500 and 2000 deg F. The intent of using the paint was to gauge the RCG-coated tile surface temperature, as well as determine its usefulness for a flight experiment. This paper provides an overview of the channel nozzle arc jet, test articles and test conditions, as well as the results of the arc-jet tests including the measured temperature response of the test articles, their pre- and post-test surface scans, condition of the thermal paint, and continents on the protrusion tip heating achieved in tests compared to the computational fluid dynamics predictions.

Collision avoidance in space

NASA Technical Reports Server (NTRS)

Kessler, D. J.; Cour-Palais, B. G.; Taylor, R. E.; Landry, P. M.

1980-01-01

Collisions in earth orbital space between operational payloads and various forms of space debris (nonoperational payloads, nonfunctional mission-related objects and fragments resulting from collisions and explosions) are discussed and possible means of avoiding them are considered. From 10,000 to 15,000 objects are estimated to be in earth orbital space, most of which represent spacecraft fragments and debris too small to be detected and tracked by earth-based sensors, and it is considered likely that some of them will be or have already been involved in direct collisions with the ever increasing number of operational satellites and space stations. Means of protecting proposed large space structures and smaller spacecraft from significant damage by larger space objects, particularly in the 400-4000 km altitude range where most debris occurs, include structural redundancy and the double shielding of sensitive components. Other means of collision avoidance are the collection or relocation of satellites, rocket bodies and other objects by the Space Shuttle, the prevention of explosions and the disposal of spent rocket parts by reentry. Finally, a management structure would be required to administer guidelines for the prevention and elimination of space debris.

KSC-06pd2036

NASA Image and Video Library

2006-09-04

KENNEDY SPACE CENTER, FLA. - On NASA Kennedy Space Center's Shuttle Landing Facility, STS-115 Commander Brent Jett leaves the Shuttle Training Aircraft after a practice session of landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 12:29 p.m. Sept. 6. Mission managers cancelled Atlantis' first launch campaign due to a lightning strike at the pad and the passage of Tropical Storm Ernesto along Florida's east coast. The mission will deliver and install the 17-and-a-half-ton P3/P4 truss segment to the port side of the integrated truss system on the orbital outpost. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. STS-115 is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

KSC-06pd2026

NASA Image and Video Library

2006-09-04

KENNEDY SPACE CENTER, FLA. - On NASA Kennedy Space Center's Shuttle Landing Facility, STS-115 Pilot Christopher Ferguson boards the Shuttle Training Aircraft to practice landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 12:29 p.m. Sept. 6. Mission managers cancelled Atlantis' first launch campaign due to a lightning strike at the pad and the passage of Tropical Storm Ernesto along Florida's east coast. The mission will deliver and install the 17-and-a-half-ton P3/P4 truss segment to the port side of the integrated truss system on the orbital outpost. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. STS-115 is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

KSC-06pd2035

NASA Image and Video Library

2006-09-04

KENNEDY SPACE CENTER, FLA. - On NASA Kennedy Space Center's Shuttle Landing Facility, STS-115 Pilot Christopher Ferguson disembarks from the Shuttle Training Aircraft after a practice session of landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 12:29 p.m. Sept. 6. Mission managers cancelled Atlantis' first launch campaign due to a lightning strike at the pad and the passage of Tropical Storm Ernesto along Florida's east coast. The mission will deliver and install the 17-and-a-half-ton P3/P4 truss segment to the port side of the integrated truss system on the orbital outpost. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. STS-115 is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

KSC-06pd2025

NASA Image and Video Library

2006-09-04

KENNEDY SPACE CENTER, FLA. - On NASA Kennedy Space Center's Shuttle Landing Facility, STS-115 Commander Brent Jett boards the Shuttle Training Aircraft to practice landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 12:29 p.m. Sept. 6. Mission managers cancelled Atlantis' first launch campaign due to a lightning strike at the pad and the passage of Tropical Storm Ernesto along Florida's east coast. The mission will deliver and install the 17-and-a-half-ton P3/P4 truss segment to the port side of the integrated truss system on the orbital outpost. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. STS-115 is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

BLIMPK/Streamline Surface Catalytic Heating Predictions on the Space Shuttle Orbiter

NASA Technical Reports Server (NTRS)

Marichalar, Jeremiah J.; Rochelle, William C.; Kirk, Benjamin S.; Campbell, Charles H.

2006-01-01

This paper describes the results of an analysis of localized catalytic heating effects to the U.S. Space Shuttle Orbiter Thermal Protection System (TPS). The analysis applies to the High-temperature Reusable Surface Insulation (HRSI) on the lower fuselage and wing acreage, as well as the critical Reinforced Carbon-Carbon on the nose cap, chin panel and the wing leading edge. The object of the analysis was to use a modified two-layer approach to predict the catalytic heating effects on the Orbiter windward HRSI tile acreage, nose cap, and wing leading edge assuming localized highly catalytic or fully catalytic surfaces. The method incorporated the Boundary Layer Integral Matrix Procedure Kinetic (BLIMPK) code with streamline inputs from viscous Navier-Stokes solutions to produce heating rates for localized fully catalytic and highly catalytic surfaces as well as for nominal partially catalytic surfaces (either Reinforced Carbon-Carbon or Reaction Cured Glass) with temperature-dependent recombination coefficients. The highly catalytic heating results showed very good correlation with Orbiter Experiments STS-2, -3, and -5 centerline and STS-5 wing flight data for the HRSI tiles. Recommended catalytic heating factors were generated for use in future Shuttle missions in the event of quick-time analysis of damaged or repaired TPS areas during atmospheric reentry. The catalytic factors are presented along the streamlines as well as a function of stagnation enthalpy so they can be used for arbitrary trajectories.

Effect of fluid countermeasures of varying osmolarity on cardiovascular responses to orthostatic stress

NASA Technical Reports Server (NTRS)

Davis, John E.

1989-01-01

Current operational procedures for shuttle crewmembers include the ingestion of a fluid countermeasure approximately 2 hours before reentry into the earth's gravitational field. The ingestion of the fluid countermeasure is thought to restore plasma volume and improve orthostatic responses upon reentry. The present countermeasure consists of ingesting salt tablets and water to achieve an isotonic solution. It has yet to be determined whether this is the optimal drink to restore orthostatic tolerance. It is also not known whether the drink solution is effective in increasing plasma volume. The purpose here is to evaluate the effectiveness of drink solutions of different osmolarity on restoring plasma volume and orthostatic responses. A hypertonic drink solution was more effective in restoring plasma volume after dehydration than an isotonic solution. However, there were no differences in their effects on an orthostatic challenge. These data suggest that the plasma volume differences produced in this study were not sufficient to produce differences in the cardiovascular responses to an orthostatic challenge, or there are other changes that occur during space flight that are more important in determining orthostatic intolerance.

KSC-06pd2034

NASA Image and Video Library

2006-09-04

KENNEDY SPACE CENTER, FLA. - A Shuttle Training Aircraft (STA) is positioned in the parking area of KSC's Shuttle Landing Facility. In the specially configured aircraft, STS-115 Commander Brent Jett and Pilot Christopher Ferguson practiced landing the shuttle this morning. The space shuttle's Mate-Demate Device is seen in the background. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 12:29 p.m. Sept. 6. Mission managers cancelled Atlantis' first launch campaign due to a lightning strike at the pad and the passage of Tropical Storm Ernesto along Florida's east coast. The mission will deliver and install the 17-and-a-half-ton P3/P4 truss segment to the port side of the integrated truss system on the orbital outpost. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. STS-115 is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

Orbital debris and near-Earth environmental management: A chronology

NASA Technical Reports Server (NTRS)

Portree, David S. F.; Loftus, Joseph P., Jr.

1993-01-01

This chronology covers the 32-year history of orbital debris and near-Earth environmental concerns. It tracks near-Earth environmental hazard creation, research, observation, experimentation, management, mitigation, protection, and policy-making, with emphasis on the orbital debris problem. Included are the Project West Ford experiments; Soviet ASAT tests and U.S. Delta upper stage explosions; the Ariane V16 explosion, U.N. treaties pertinent to near-Earth environmental problems, the PARCS tests; space nuclear power issues, the SPS/orbital debris link; Space Shuttle and space station orbital debris issues; the Solwind ASAT test; milestones in theory and modeling the Cosmos 954, Salyut 7, and Skylab reentries; the orbital debris/meteoroid research link; detection system development; orbital debris shielding development; popular culture and orbital debris; Solar Max results; LDEF results; orbital debris issues peculiar to geosynchronous orbit, including reboost policies and the stable plane; seminal papers, reports, and studies; the increasing effects of space activities on astronomy; and growing international awareness of the near-Earth environment.

TDRS-1 Going Strong at 20

NASA Technical Reports Server (NTRS)

2003-01-01

This video presents an overview of the first Tracking and Data Relay Satellite (TDRS-1) in the form of text, computer animations, footage, and an interview with its program manager. Launched by the Space Shuttle Challenger in 1983, TDRS-1 was the first of a network of satellites used for relaying data to and from scientific spacecraft. Most of this short video is silent, and consists of footage and animation of the deployment of TDRS-1, written and animated explanations of what TDRS satellites do, and samples of the astronomical and Earth science data they transmit. The program manager explains in the final segment of the video the improvement TDRS satellites brought to communication with manned space missions, including alleviation of blackout during reentry, and also the role TDRS-1 played in providing telemedicine for a breast cancer patient in Antarctica.

Space Shuttle: Static pressure distribution on Chrysler Corporation Space Division SERV booster configuration

NASA Technical Reports Server (NTRS)

Price, E. A.; Hull, J. J.; Rawls, E. A.

1971-01-01

A dual purpose test was conducted in the propulsion wind tunnel (PWT) to evaluate the performance of an aerospike engine, in the presence of a booster, and obtain forebody and base pressure distributions on the booster in which it is installed. The test item was a 2.5 percent scaled replica of the SERV booster employing a 5 percent spike length aerospike engine installed in the base region of the model. Cold flow air was used to simulate engine jet operation. Two booster configurations were investigated, one on which reentry aerospike engine thermal protection doors were installed, and another where the doors were removed. The data presented are representative of the latter configuration for a Mach number range of 0 to 1.25 at angles of attack of 0 and 8 degrees and 0 degrees angle of sideslip.

Advanced Concept

NASA Image and Video Library

1999-08-13

This photograph is an artist's cutaway view of the X-37 flight demonstrator showing its components. The X-37 experimental launch vehicle is roughly 27.5 feet (8.3 meters) long and 15 feet (4.5 meters) in wingspan. Its experiment bay is 7 feet (2.1 meters) long and 4 feet (1.2 meters) in diameter. Designed to operate in both the orbital and reentry phases of flight, the X-37 will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1000 per pound. The X-37 can be carried into orbit by the Space Shuttle or be launched by an expendable rocket. Managed by Marshall Space Flight Center and built by the Boeing Company, the X-37 is scheduled to fly two orbital missions in 2002/2003 to test the reusable launch vehicle technologies.

KSC-06pd1906

NASA Image and Video Library

2006-08-24

KENNEDY SPACE CENTER, FLA. - STS-115 Pilot Christopher Ferguson is helped donning his launch suit before flying the Shuttle Training Aircraft to practice landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 4:30 p.m. Aug. 27. The crew will deliver and install the P3/P4 segment to the port side of the integrated truss system on the International Space Station. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. The mission is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

KSC-06pd1911

NASA Image and Video Library

2006-08-24

KENNEDY SPACE CENTER, FLA. - STS-115 Commander Brent Jett is seen at the controls of the Shuttle Training Aircraft which he will fly to practice landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 4:30 p.m. Aug. 27. The crew will deliver and install the P3/P4 segment to the port side of the integrated truss system on the International Space Station. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. The mission is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

KSC-06pd1910

NASA Image and Video Library

2006-08-24

KENNEDY SPACE CENTER, FLA. - STS-115 Pilot Christopher Ferguson settles in the cockpit of the Shuttle Training Aircraft to practice landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 4:30 p.m. Aug. 27. The crew will deliver and install the P3/P4 segment to the port side of the integrated truss system on the International Space Station. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. The mission is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

KSC-06pd1905

NASA Image and Video Library

2006-08-24

KENNEDY SPACE CENTER, FLA. - STS-115 Commander Brent Jett is helped donning his launch suit before flying the Shuttle Training Aircraft to practice landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 4:30 p.m. Aug. 27. The crew will deliver and install the P3/P4 segment to the port side of the integrated truss system on the International Space Station. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. The mission is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

KSC-06pd1909

NASA Image and Video Library

2006-08-24

KENNEDY SPACE CENTER, FLA. - STS-115 Commander Brent Jett settles in the cockpit of the Shuttle Training Aircraft to practice landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 4:30 p.m. Aug. 27. The crew will deliver and install the P3/P4 segment to the port side of the integrated truss system on the International Space Station. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. The mission is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

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.

Space Shuttle Orbiter-Illustration

NASA Technical Reports Server (NTRS)

2001-01-01

This illustration is an orbiter cutaway view with callouts. The orbiter is both the brains and heart of the Space Transportation System (STS). About the same size and weight as a DC-9 aircraft, the orbiter contains the pressurized crew compartment (which can normally carry up to seven crew members), the huge cargo bay, and the three main engines mounted on its aft end. There are three levels to the crew cabin. Uppermost is the flight deck where the commander and the pilot control the mission. The middeck is where the gallery, toilet, sleep stations, and storage and experiment lockers are found for the basic needs of weightless daily living. Also located in the middeck is the airlock hatch into the cargo bay and space beyond. It is through this hatch and airlock that astronauts go to don their spacesuits and marned maneuvering units in preparation for extravehicular activities, more popularly known as spacewalks. The Space Shuttle's cargo bay is adaptable to hundreds of tasks. Large enough to accommodate a tour bus (60 x 15 feet or 18.3 x 4.6 meters), the cargo bay carries satellites, spacecraft, and spacelab scientific laboratories to and from Earth orbit. It is also a work station for astronauts to repair satellites, a foundation from which to erect space structures, and a hold for retrieved satellites to be returned to Earth. Thermal tile insulation and blankets (also known as the thermal protection system or TPS) cover the underbelly, bottom of the wings, and other heat-bearing surfaces of the orbiter to protect it during its fiery reentry into the Earth's atmosphere. The Shuttle's 24,000 individual tiles are made primarily of pure-sand silicate fibers, mixed with a ceramic binder. The solid rocket boosters (SRB's) are designed as an in-house Marshall Space Flight Center project, with United Space Boosters as the assembly and refurbishment contractor. The solid rocket motor (SRM) is provided by the Morton Thiokol Corporation.

Space Shuttle Projects

NASA Image and Video Library

2001-01-01

This illustration is an orbiter cutaway view with callouts. The orbiter is both the brains and heart of the Space Transportation System (STS). About the same size and weight as a DC-9 aircraft, the orbiter contains the pressurized crew compartment (which can normally carry up to seven crew members), the huge cargo bay, and the three main engines mounted on its aft end. There are three levels to the crew cabin. Uppermost is the flight deck where the commander and the pilot control the mission. The middeck is where the gallery, toilet, sleep stations, and storage and experiment lockers are found for the basic needs of weightless daily living. Also located in the middeck is the airlock hatch into the cargo bay and space beyond. It is through this hatch and airlock that astronauts go to don their spacesuits and marned maneuvering units in preparation for extravehicular activities, more popularly known as spacewalks. The Space Shuttle's cargo bay is adaptable to hundreds of tasks. Large enough to accommodate a tour bus (60 x 15 feet or 18.3 x 4.6 meters), the cargo bay carries satellites, spacecraft, and spacelab scientific laboratories to and from Earth orbit. It is also a work station for astronauts to repair satellites, a foundation from which to erect space structures, and a hold for retrieved satellites to be returned to Earth. Thermal tile insulation and blankets (also known as the thermal protection system or TPS) cover the underbelly, bottom of the wings, and other heat-bearing surfaces of the orbiter to protect it during its fiery reentry into the Earth's atmosphere. The Shuttle's 24,000 individual tiles are made primarily of pure-sand silicate fibers, mixed with a ceramic binder. The solid rocket boosters (SRB's) are designed as an in-house Marshall Space Flight Center project, with United Space Boosters as the assembly and refurbishment contractor. The solid rocket motor (SRM) is provided by the Morton Thiokol Corporation.

Operational Philosophy Concerning Manned Spacecraft Cabin Leaks

NASA Technical Reports Server (NTRS)

DeSimpelaere, Edward

2011-01-01

The last thirty years have seen the Space Shuttle as the prime United States spacecraft for manned spaceflight missions. Many lessons have been learned about spacecraft design and operation throughout these years. Over the next few decades, a large increase of manned spaceflight in the commercial sector is expected. This will result in the exposure of commercial crews and passengers to many of the same risks crews of the Space Shuttle have encountered. One of the more dire situations that can be encountered is the loss of pressure in the habitable volume of the spacecraft during on orbit operations. This is referred to as a cabin leak. This paper seeks to establish a general cabin leak response philosophy with the intent of educating future spacecraft designers and operators. After establishing a relative definition for a cabin leak, the paper covers general descriptions of detection equipment, detection methods, and general operational methods for management of a cabin leak. Subsequently, all these items are addressed from the perspective of the Space Shuttle Program, as this will be of the most value to future spacecraft due to similar operating profiles. Emphasis here is placed upon why and how these methods and philosophies have evolved to meet the Space Shuttle s needs. This includes the core ideas of: considerations of maintaining higher cabin pressures vs. lower cabin pressures, the pros and cons of a system designed to feed the leak with gas from pressurized tanks vs. using pressure suits to protect against lower cabin pressures, timeline and consumables constraints, re-entry considerations with leaks of unknown origin, and the impact the International Space Station (ISS) has had to the standard Space Shuttle cabin leak response philosophy. This last item in itself includes: procedural management differences, hardware considerations, additional capabilities due to the presence of the ISS and its resource, and ISS docking/undocking considerations with a cabin leak occurring. The paper also offers a look at how different equipment configurations on future spacecraft impact the previously defined cabin leak operational philosophy and includes additional operational methods and considerations that result due to various configurations. The intent is to showcase these various considerations and highlight the variability they allow. The paper concludes with a selection of the author s personal observations from a spacecraft operator's point of view and recommendations with the goal of improving the design and operations of future spacecraft.

Access from Space: A New Perspective on NASA's Space Transportation Technology Requirements and Opportunities

NASA Technical Reports Server (NTRS)

Rasky, Daniel J.

2004-01-01

The need for robust and reliable access from space is clearly demonstrated by the recent loss of the Space Shuttle Columbia; as well as the NASA s goals to get the Shuttle re-flying and extend its life, build new vehicles for space access, produce successful robotic landers and s a q k retrr? llisrions, and maximize the science content of ambitious outer planets missions that contain nuclear reactors which must be safe for re-entry after possible launch aborts. The technology lynch pin of access from space is hypersonic entry systems such the thermal protection system, along with navigation, guidance and control (NG&C). But it also extends to descent and landing systems such as parachutes, airbags and their control systems. Current space access technology maturation programs such as NASA s Next Generation Launch Technology (NGLT) program or the In-Space Propulsion (ISP) program focus on maturing laboratory demonstrated technologies for potential adoption by specific mission applications. A key requirement for these programs success is a suitable queue of innovative technologies and advanced concepts to mature, including mission concepts enabled by innovative, cross cutting technology advancements. When considering space access, propulsion often dominates the capability requirements, as well as the attention and resources. From the perspective of access from space some new cross cutting technology drivers come into view, along with some new capability opportunities. These include new miniature vehicles (micro, nano, and picosats), advanced automated systems (providing autonomous on-orbit inspection or landing site selection), and transformable aeroshells (to maximize capabilities and minimize weight). This paper provides an assessment of the technology drivers needed to meet future access from space mission requirements, along with the mission capabilities that can be envisioned from innovative, cross cutting access from space technology developments.

The analysis of a nonsimilar laminar boundary layer

NASA Technical Reports Server (NTRS)

Stalmach, D. D.; Bertin, J. J.

1978-01-01

A computer code is described which yields accurate solutions for a broad range of laminar, nonsimilar boundary layers, providing the inviscid flow field is known. The boundary layer may be subject to mass injection for perfect-gas, nonreacting flows. If no mass injection is present, the code can be used with either perfect-gas or real-gas thermodynamic models. Solutions, ranging from two-dimensional similarity solutions to solutions for the boundary layer on the Space Shuttle Orbiter during reentry conditions, have been obtained with the code. Comparisons of these solutions, and others, with solutions presented in the literature; and with solutions obtained from other codes, demonstrate the accuracy of the present code.

Microgravity

NASA Image and Video Library

2004-04-15

This is an image of a colloidal crystal from the CDOT-2 investigation flown on STS-95. There are so many colloidal particles in this sample that it behaves like a glass. In the laboratory on Earth, the sample remained in an amorphous state, showing no sign of crystal growth. In microgravity the sample crystallized in 3 days, as did the other glassy colloidal samples examined in the CDOT-2 experiment. During the investigation, crystallization occurred in samples that had a volume fraction (number of particles per total volume) larger than the formerly reported glass transition of 0.58. This has great implications for theories of the structural glass transition. These crystals were strong enough to survive space shuttle re-entry and landing.

Reentry static stability characteristics of a (Model 471) .005479-scale 146-inch solid rocket booster tested in the NASA/MSFC 14 by 14 inch TWT (SA8F)

NASA Technical Reports Server (NTRS)

Johnson, J. D.; Braddock, W. F.; Praharaj, S. C.

1975-01-01

A force test of a scale model of the Space Shuttle Solid Rocket Booster was conducted in a trisonic wind tunnel. The model was tested with such protuberances as a camera capsule, electrical tunnel, attach rings, aft separation rockets, ET attachment structure, and hold-down struts. The model was also tested with the nozzle at gimbal angles of 0, 2.5, and 5 degrees. The influence of a unique heat shield configuration was also determined. Some photographs of model installations in the tunnel were taken and are included. Schlieren photography was utilized for several angles of attack.

SRB environment evaluation and analysis. Volume 1: Redesigned SRB flight heating evaluation

NASA Technical Reports Server (NTRS)

Crain, William K.

1991-01-01

Following the Space Shuttle STS-51L disaster on January 28, 1986, a considerable redesign effort was launched on the Solid Rocket Booster. This effort culminated in three instrumented flights, STS-26R, 27R, and 29R, beginning in September of 1989. Aeroheating data were obtained on these flights in the form of pressure, heat flux, and gas temperature probe measurements. These data were analyzed from an ascent and reentry heating point of view. The flight data were verified, compared with historic and theoretical results, and scaled to design. Impact of these results on the current design environment set was assessed and recommendations made. This report documents this effort.

Experiments With Small Animals Rarely Go This Well

NASA Technical Reports Server (NTRS)

2005-01-01

In the mid-1950s, a young U.S. Air Force engineer named Clark Beck began work with what is now one of NASA s most prolific spinoffs, the radiant barrier technology. Beck s work involved creating materials that could withstand the immense heat created by passage through the Earth s atmosphere. He was working on structures and resources that could withstand the fluctuations in temperature created by a skip reentry, where a craft would skip along the surface of the atmosphere, gradually making inroads sufficient for reentry, a process that took the craft from extreme heat to frigid cold every few seconds. The material also needed to withstand millions of pounds of pressure per inch of bending without twisting, the simulated force of reentry. Without reflective material, the craft would get what Beck refers to as "red hot wings," and without the required flexibility, the craft would break apart. One result of Beck s work was the discovery of the useful properties of radiant barrier material. The Space Agency used Beck s design work for the materials that went into building the space capsules, heat resistant instrument panels, and, in conjunction with the Air Force, an early spacecraft prototype, the DynaSoar, that looks remarkably similar to the present-day Space Shuttle. NASA used the thin, shiny, silver material to protect the first space explorers from the harsh environment of space, which could range from -460 F to 541 F. If the engineers had used conventional insulation for the space suits, the fabric would have been 7-feet thick, a little awkward for even the most nimble of astronauts to maneuver. Radiant barrier technology was clearly the solution. It reflected the astronaut s body heat back into the suit to keep him warm, while at the same time reflecting radiant energy from the Sun outward to keep him cool. The radiant barrier material reflected more than 95 percent of the radiant energy away from the wearer, while tiny holes in the fabric allowed moisture to escape and longer heat waves to get through. This amazing fabric had an added benefit that made it ideal for its space-bound application: It weighed only 17 pounds per 1,000 square feet. NASA has used this material ever since the Gemini and Apollo missions, on virtually all of its spacecraft, and even on unmanned missions as thermal protection for instruments.

After Math - Foamology and Flight Rationale

NASA Technical Reports Server (NTRS)

Steva, Thomas; Stevens, Jennifer

2016-01-01

The Space Shuttle was developed by NASA to be a largely reusable launch system which could provide frequent access to low earth orbit. Like all previous launch systems, safe reentry for the crew and payload required the use of a thermal protection system (TPS). Unlike previous spacecraft though, the Shuttle's TPS was exposed from launch, making it sensitive to debris which could be generated by the vehicle on ascent. The most likely and potentially destructive source of debris was considered to be ice, which could build-up anywhere on the External Tank (ET) where there was exposed metal. Ice could form during ground operations after the cryogenic propellants had been loaded and then be knocked loose on ascent. In order to prevent both ice build-up and boil-off of the propellants, the entire ET and all protuberances (orbiter attach points, pressurization lines, propellant feed lines, etc.) were covered with a spray on foam insulation (SOFI) type TPS. Unfortunately the foam was also susceptible to liberation during ascent, and posed a debris risk of its own. During the early years of the Shuttle Program engineers spent a good deal of effort characterizing the amount of foam that was shed.

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

PubMed

Perez, Sondra A; Charles, John B; Fortner, G William; Hurst, Victor; Meck, Janice V

2003-07-01

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

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

NASA Technical Reports Server (NTRS)

Perez, Sondra A.; Charles, John B.; Fortner, G. William; Hurst, Victor 4th; Meck, Janice V.

2003-01-01

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

Utilizing Weather RADAR for Rapid Location of Meteorite Falls and Space Debris Re-Entry

NASA Technical Reports Server (NTRS)

Fries, Marc D.

2016-01-01

This activity utilizes existing NOAA weather RADAR imagery to locate meteorite falls and space debris falls. The near-real-time availability and spatial accuracy of these data allow rapid recovery of material from both meteorite falls and space debris re-entry events. To date, at least 22 meteorite fall recoveries have benefitted from RADAR detection and fall modeling, and multiple debris re-entry events over the United States have been observed in unprecedented detail.

Spacecraft Re-Entry Impact Point Targeting Using Aerodynamic Drag

NASA Technical Reports Server (NTRS)

Omar, Sanny R.; Bevilacqua, Riccardo

2017-01-01

The ability to re-enter the atmosphere at a desired location is important for spacecraft containing components that may survive re-entry. While impact point targeting has traditionally been initiated through impulsive burns with chemical thrusters on large vehicles such as the Space Shuttle, and the Soyuz and Apollo capsules, many small spacecraft do not host thrusters and require an alternative means of impact point targeting to ensure that falling debris do not cause harm to persons or property. This paper discusses the use of solely aerodynamic drag force to perform this targeting. It is shown that by deploying and retracting a drag device to vary the ballistic coefficient of the spacecraft, any desired longitude and latitude on the ground can be targeted provided that the maneuvering begins early enough and the latitude is less than the inclination of the orbit. An analytical solution based on perturbations from a numerically propagated trajectory is developed to map the initial state and ballistic coefficient profile of a spacecraft to its impact point. This allows the ballistic coefficient profile necessary to reach a given target point to be rapidly calculated, making it feasible to generate the guidance for the decay trajectory onboard the spacecraft. The ability to target an impact point using aerodynamic drag will enhance the capabilities of small spacecraft and will enable larger space vehicles containing thrusters to save fuel by more effectively leveraging the available aerodynamic drag.

The effect of dDAVP with saline loading on fluid balance during LBNP and standing after 24-hr head-down bedrest

NASA Technical Reports Server (NTRS)

Simanonok, K. E.; Fortney, S. M.; Ford, S. R.; Charles, J. B.; Ward, D. F.

1994-01-01

Shuttle astronauts currently drink approximately a quart of water with eight salt tablets before reentry to restore lost body fluid and thereby reduce the likelihood of cardiovascular instability and syncope during reentry and after landing. However, the saline loading countermeasure is not entirely effective in restoring orthostatic tolerance to preflight levels. We tested the hypothesis that the effectiveness of this countermeasure could be improved with the use of a vasopressin analog, 1-deamino-8-D-arginine vasopressin (dDAVP). The rationale for this approach is that reducing urine formation with exogenous vasopressin should increase the magnitude and duration of the vascular volume expansion produced by the saline load, and in so doing improve orthostatic tolerance during reentry and postflight.

SRMS History, Evolution and Lessons Learned

NASA Technical Reports Server (NTRS)

Jorgensen, Glenn; Bains, Elizabeth

2011-01-01

Early in the development of the Space Shuttle, it became clear that NASA needed a method of deploying and retrieving payloads from the payload bay. The Shuttle Remote Manipulator System (SRMS) was developed to fill this need. The 50 foot long robotic arm is an anthropomorphic design consisting of three electromechanical joints, six degrees of freedom, and two boom segments. Its composite boom construction provided a light weight solution needed for space operations. Additionally, a method of capturing payloads with the arm was required and a unique End Effector was developed using an electromechanical snare mechanism. The SRMS is operated using a Displays and Controls Panel and hand controllers located within the aft crew compartment of the shuttle. Although the SRMS was originally conceived to deploy and retrieve payloads, its generic capabilities allowed it to perform many other functions not originally conceived of. Over the years it has been used for deploying and retrieving constrained and free flying payloads, maneuvering and supporting EVA astronauts, satellite repair, International Space Station construction, and as a viewing aid for on-orbit International Space Station operations. After the Columbia accident, a robotically compatible Orbiter Boom Sensor System (OBSS) was developed and used in conjunction with the SRMS to scan the Thermal Protection System (TPS) of the shuttle. These scans ensure there is not a breach of the TPS prior to shuttle re-entry. Ground operations and pre mission simulation, analysis and planning played a major role in the success of the SRMS program. A Systems Engineering Simulator (SES) was developed to provide a utility complimentary to open loop engineering simulations. This system provided a closed-loop real-time pilot-driven simulation giving visual feedback, display and control panel interaction, and integration with other vehicle systems, such as GN&C. It has been useful for many more applications than traditional training. Evolution of the simulations, guided by the Math Model Working Group, showed the utility of input from multiple modeling groups with a structured forum for discussion.There were many unique development challenges in the areas of hardware, software, certification, modeling and simulation. Over the years, upgrades and enhancements were implemented to increase the capability, performance and safety of the SRMS. The history and evolution of the SRMS program provided many lessons learned that can be used for future space robotic systems.

A contribution towards establishing more comfortable space weather to cope with increased human space passengers for ISS shuttles

NASA Astrophysics Data System (ADS)

Kalu, A.

Space Weather is a specialized scienctific descipline in Meteorology which has recently emerged from man's continued research efforts to create a familiar spacecraft environment which is physiologically stable and life sustaining for astronauts and human passengers in distant space travels. As the population of human passengers in space shuttles rapidly increases, corresponding research on sustained micro-climate of spacecrafts is considered necessary and timely. This is because existing information is not meant for a large population in spacecrafts. The paper therefore discusses the role of meteorology (specifically micrometeorology) in relation to internal communication, spacecraft instrumentation and physiologic comfort of astronauts and space passengers (the later may not necessarily be trained astronauts, but merely business men or tourist space travellers for business transactions in the International Space Station (ISS)). It is recognized that me eorology which is a fundamental science amongt multidiscplinary sciences has been found to be vital in space travels and communication. Space weather therefore appears in slightly different format where temperature and humidity changes and variability within the spacecraft exert very significant influences on the efficiency of astronauts and the effectiveness of the various delicate instrument gadgets aimed at reducing the frequency of computer failures and malfunction of other instruments on which safety of the spacecraft depends. Apart from the engineering and technological problems which space scientists must have to overcome when human population in space shuttles increases as we now expect, based on evidence from successful missions to ISS, the maint enace of physiologic comfort state of astronauts, which, as far as scientifically possible, should be as near as possible to their Earth-Atmosphere condition. This is one of the most important and also most difficult conditions to attain. It demands a mor e detailed research on space thermodynamics as future passengers to the ISS must be assured of their physiologic comfort and safety before they could accept to pay the huge cost for the space travels. The presentation of the paper is divided into the following four basic sections: (a) Take-off or Blast-off (b) Cruising and SpaceWalk (c) Re-entry into the Terrestial Atmosphere, and (d) Landing and Rescue Operations. Experience shows that each of the above four distinct stages of space travel demands a careful assessment of the micro-climate of the indoor spacecraft and these will each be investigated to ensure that relevant micro - climate information that will maintain effective physiologic comfort level of astronauts and specimen will be attained. Finally, the paper discusses a method to predict indoor weather condition in spacecrafts based on observed ambient data especially temperature and humidity and micro-indoor air circulation for differenct timescales during space shuttles to the ISS. An active multidisciplinary research in which Engineers, Meteorologists, Medical Experts, etc., will work together collaboratively on the problem on ambient indoor space weather for increased human population during proposed International Space Station shuttle missions later this century is strongly recommended.

Further Investigations of Control Surface Seals for the X-38 Re-Entry Vehicle

NASA Technical Reports Server (NTRS)

Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; Curry, Donald M.; Newquist, Charles W.; Verzemnieks, Juris

2001-01-01

NASA is currently developing the X-38 vehicle that will be used to demonstrate the technologies required for a potential crew return vehicle (CRV) for the International Space Station. This vehicle would serve both as an ambulance for medical emergencies and as an evacuation vehicle for the Space Station. Control surfaces on the X-38 (body flaps and rudder/fin assemblies) require high temperature seals to limit hot gas ingestion and transfer of heat to underlying low-temperature structures to prevent over-temperature of these structures and possible loss of the vehicle. NASAs Johnson Space Center (JSC) and Glenn Research Center (GRC) are working together to develop and evaluate seals for these control surfaces. This paper presents results for compression. flow, scrub, and arc jet tests conducted on the baseline X-38 rudder/fin seal design. Room temperature seal compression tests were performed at low compression levels to determine load versus linear compression, preload. contact area, stiffness. and resiliency characteristics under low load conditions. For all compression levels that were tested, unit loads and contact pressures for the seals were below the 5 lb/in. and 10 psi limits required to limit the loads on the adjoining Shuttle thermal tiles that the seals will contact. Flow rates through an unloaded (i.e. 0% compression) double arrangement were twice those of a double seal compressed to the 20% design compression level. The seals survived an ambient temperature 1000 cycle scrub test over relatively rough Shuttle tile surfaces. The seals were able to disengage and re-engage the edges of the rub surface tiles while being scrubbed over them. Arc jet tests were performed to experimentally determine anticipated seal temperatures for representative flow boundary conditions (pressures and temperatures) under simulated vehicle re-entry conditions. Installation of a single seat in the gap of the test fixture caused a large temperature drop (1710 F) across the seal location as compared to an open gap condition (140 F) confirming the need for seals in the rudder/fin gap location. The seal acted as an effective thermal barrier limiting heat convection through the seal gap and minimizing temperature increases downstream of the seal during maximum heating conditions.

KSC-06pd2030

NASA Image and Video Library

2006-09-04

KENNEDY SPACE CENTER, FLA. - In the early morning hours on NASA Kennedy Space Center's Shuttle Landing Facility, the Shuttle Training Aircraft taxis onto the runway. In the specially configured aircraft, STS-115 Commander Brent Jett and Pilot Christopher Ferguson are practicing landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 12:29 p.m. Sept. 6. Mission managers cancelled Atlantis' first launch campaign due to a lightning strike at the pad and the passage of Tropical Storm Ernesto along Florida's east coast. The mission will deliver and install the 17-and-a-half-ton P3/P4 truss segment to the port side of the integrated truss system on the orbital outpost. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. STS-115 is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

KSC-06pd2031

NASA Image and Video Library

2006-09-04

KENNEDY SPACE CENTER, FLA. - In the early morning hours on NASA Kennedy Space Center's Shuttle Landing Facility, the Shuttle Training Aircraft taxis onto the runway. In the specially configured aircraft, STS-115 Commander Brent Jett and Pilot Christopher Ferguson are practicing landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 12:29 p.m. Sept. 6. Mission managers cancelled Atlantis' first launch campaign due to a lightning strike at the pad and the passage of Tropical Storm Ernesto along Florida's east coast. The mission will deliver and install the 17-and-a-half-ton P3/P4 truss segment to the port side of the integrated truss system on the orbital outpost. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. STS-115 is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

KSC-06pd2032

NASA Image and Video Library

2006-09-04

KENNEDY SPACE CENTER, FLA. - On NASA Kennedy Space Center's Shuttle Landing Facility, the Shuttle Training Aircraft takes to the skies. In the specially configured aircraft, STS-115 Commander Brent Jett and Pilot Christopher Ferguson are practicing landing the shuttle. STA practice is part of launch preparations. The STA is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter’s cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter’s atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. Because the orbiter is unpowered during re-entry and landing, its high-speed glide must be perfectly executed the first time. Mission STS-115 is scheduled to lift off about 12:29 p.m. Sept. 6. Mission managers cancelled Atlantis' first launch campaign due to a lightning strike at the pad and the passage of Tropical Storm Ernesto along Florida's east coast. The mission will deliver and install the 17-and-a-half-ton P3/P4 truss segment to the port side of the integrated truss system on the orbital outpost. The truss includes a new set of photovoltaic solar arrays. When unfurled to their full length of 240 feet, the arrays will provide additional power for the station in preparation for the delivery of international science modules over the next two years. STS-115 is expected to last 11 days and includes three scheduled spacewalks. Photo credit: NASA/Kim Shiflett

78 FR 21003 - Office of Commercial Space Transportation; Notice of Availability of the Finding of No...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-04-08

... (ROD) for Issuing Launch and Reentry Licenses to Space Exploration Technologies Corp. (SpaceX) for... to support the issuance of launch and reentry licenses to SpaceX for Falcon 9 and Falcon Heavy commercial launch operations at VAFB. The Proposed Action analyzed in the EA consists of SpaceX operating its...

Investigations of Control Surface Seals for Re-entry Vehicles

NASA Technical Reports Server (NTRS)

Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; Curry, Donald M.; DeMange, Jeffrey J.; Rivers, H. Kevin; Hsu, Su-Yuen

2002-01-01

Re-entry vehicles generally require control surfaces (e.g., rudders, body flaps) to steer them during flight. Control surface seals are installed along hinge lines and where control surface edges move close to the vehicle body. These seals must operate at high temperatures and limit heat transfer to underlying structures to prevent them from overheating and causing possible loss of vehicle structural integrity. This paper presents results for thermal analyses and mechanical testing conducted on the baseline rudder/fin seal design for the X-38 re-entry vehicle. Exposure of the seals in a compressed state at the predicted peak seal temperature of 1900 F resulted in loss of seal resiliency. The vertical Inconel rudder/fin rub surface was re-designed to account for this loss of resiliency. Room temperature compression tests revealed that seal unit loads and contact pressures were below limits set to protect Shuttle thermal tiles on the horizontal sealing surface. The seals survived an ambient temperature 1000 cycle scrub test over sanded Shuttle tiles and were able to disengage and re-engage the tile edges during testing. Arc jet tests confirmed the need for seals in the rudder/fin gap location because a single seal caused a large temperature drop (delta T = 1710 F) in the gap.

Dynamic and Static High Temperature Resistant Ceramic Seals for X- 38 re-Entry Vehicle

NASA Astrophysics Data System (ADS)

Handrick, Karin E.; Curry, Donald M.

2002-01-01

In a highly successful partnership, NAS A, ESA, DLR (German Space Agency) and European industry are building the X-38, V201 re-entry spacecraft, the prototype of the International Space Station's Crew Return Vehicle (CRV). This vehicle would serve both as an ambulance for medical emergencies and as an evacuation vehicle for the Space Station. The development of essential systems and technologies for a reusable re-entry vehicle is a first for Europe, and sharing the development of an advanced re-entry spacecraft with foreign partners is a first for NASA. NASA, in addition to its subsystem responsibilities, is performing overall X-38 vehicle system engineering and integration, will launch V201 on the Space Shuttle, deliver flight data for post-flight analysis and assessment and is responsible for development and manufacture of structural vehicle components and thermal protection (TPS) tiles. The major European objective for cooperation with NASA on X-38 was to establish a clear path through which key technologies needed for future space transportation systems could be developed and validated at affordable cost and with controlled risk. Europe has taken the responsibility to design and manufacture hot control surfaces like metallic rudders and ceramic matrix composites (CMC) body flaps, thermal protection systems such as CMC leading edges, the CMC nose cap and -skirt, insulation, landing gears and elements of the V201 primary structure. Especially hot control surfaces require extremely high temperature resistant seals to limit hot gas ingestion and transfer of heat to underlying low-temperature structures to prevent overheating of these structures and possible loss of the vehicle. Complex seal interfaces, which have to fulfill various, tight mission- and vehicle-related requirements exist between the moveable ceramic body flaps and the bottom surface of the vehicle, between the rudder and fin structure and the ceramic leading edge panel and TPS tiles. While NASA concentrated on the development, qualification and manufacture of dynamic seals in the rudder area, the responsibility of MAN Technologie focused on the development, lay-out, qualification and flight hardware manufacture of static and dynamic seals in ceramic hot structures' associated gaps and interfaces, dealing with re-entry temperatures up to 1600°C. This paper presents results for temperature and mechanical stability, flow, scrub (up to 1000 cycles) and of arc jet tests under representative low boundary conditions and plasma step/gap tests, conducted during the development and qualification phases of these different kind of ceramic seals. Room temperature seal compression tests were performed at low compression levels to determine load versus linear compression, preload, contact area, stiffness and resiliency characteristics under low load conditions. Flow tests with thermally aged seals were conducted at ambient temperature to examine leakage at low compression levels and in as-manufactured conditions. Seal scrub tests were performed to examine durability and wear resistance and to recommend surface treatments required to maximize seal wear life. Results of arc jet/plasma tests under simulated re-entry conditions (pressure, temperature) verified seal temperature stability and function under representative assembly and interface conditions. Each of these specifically developed seals fulfilled the requirements and is qualified for flight on X-38, V201.

E-21093

NASA Image and Video Library

1969-12-18

The wingless, lifting body aircraft sitting on Rogers Dry Lake at what is now NASA's Dryden Flight Research Center, Edwards, California, from left to right are the X-24A, M2-F3 and the HL-10. The lifting body aircraft studied the feasibility of maneuvering and landing an aerodynamic craft designed for reentry from space. These lifting bodies were air launched by a B-52 mother ship, then flew powered by their own rocket engines before making an unpowered approach and landing. They helped validate the concept that a space shuttle could make accurate landings without power. The X-24A flew from April 17, 1969 to June 4, 1971. The M2-F3 flew from June 2, 1970 until December 20, 1972. The HL-10 flew from December 22, 1966 until July 17, 1970 and logged the highest and fastest records in the lifting body program.

E-21115

NASA Image and Video Library

1969-12-18

The wingless, lifting body aircraft sitting on Rogers Dry Lake at what is now NASA's Dryden Flight Research Center, Edwards, California, from left to right are the X-24A, M2-F3 and the HL-10. The lifting body aircraft studied the feasibility of maneuvering and landing an aerodynamic craft designed for reentry from space. These lifting bodies were air launched by a B-52 mother ship, then flew powered by their own rocket engines before making an unpowered approach and landing. They helped validate the concept that a space shuttle could make accurate landings without power. The X-24A flew from April 17, 1969 to June 4, 1971. The M2-F3 flew from June 2, 1970 until December 20, 1972. The HL-10 flew from December 22, 1966 until July 17, 1970 and logged the highest and fastest records in the lifting body program.

EC69-2358

NASA Image and Video Library

1969-12-18

The wingless, lifting body aircraft sitting on Rogers Dry Lake at what is now NASA's Dryden Flight Research Center, Edwards, California, from left to right are the X-24A, M2-F3 and the HL-10. The lifting body aircraft studied the feasibility of maneuvering and landing an aerodynamic craft designed for reentry from space. These lifting bodies were air launched by a B-52 mother ship, then flew powered by their own rocket engines before making an unpowered approach and landing. They helped validate the concept that a space shuttle could make accurate landings without power. The X-24A flew from April 17, 1969 to June 4, 1971. The M2-F3 flew from June 2, 1970 until December 21, 1971. The HL-10 flew from December 22, 1966 until July 17, 1970, and logged the highest and fastest records in the lifting body program.

ECN-2359

NASA Image and Video Library

1969-12-18

The wingless, lifting body aircraft sitting on Rogers Dry Lake at what is now NASA's Dryden Flight Research Center, Edwards, California, from left to right are the X-24A, M2-F3 and the HL-10. The lifting body aircraft studied the feasibility of maneuvering and landing an aerodynamic craft designed for reentry from space. These lifting bodies were air launched by a B-52 mother ship, then flew powered by their own rocket engines before making an unpowered approach and landing. They helped validate the concept that a space shuttle could make accurate landings without power. The X-24A flew from April 17, 1969 to June 4, 1971. The M2-F3 flew from June 2, 1970 until December 22, 1972. The HL-10 flew from December 22, 1966 until July 17, 1970, and logged the highest and fastest records in the lifting body program.

Cardiovascular deconditioning during space flight and the use of saline as a countermeasure to orthostatic intolerance

NASA Technical Reports Server (NTRS)

Bungo, M. W.; Charles, J. B.; Johnson, P. C., Jr.

1985-01-01

Results are reported of trials with oral hydration by astronauts before reentry of the Orbiter. The experiments were run to evaluate hydration as a means of offsetting the loss of lower body negative pressure experienced after several days in space. The rehydration was carried out by 17 astronauts who ingested salt tablets and water prior to the end of the first eight STS mission orbital phases; nine astronauts abstained. Pulse and blood pressure data were collected from 1-2 hr post landing. Measurements were also made of the extent of cardiac deconditioning and the response to orthostatic stress (standing). Ingestion of the salt tablets reduced the heart rate response to stress an average of 29 percent. The statistical significance of the difference has encouraged adoption of the salt tablet countermeasure as an operational procedure by Shuttle astronauts.

The aerodynamic challenges of SRB recovery

NASA Technical Reports Server (NTRS)

Bacchus, D. L.; Kross, D. A.; Moog, R. D.

1985-01-01

Recovery and reuse of the Space Shuttle solid rocket boosters was baselined to support the primary goal to develop a low cost space transportation system. The recovery system required for the 170,000-lb boosters was for the largest and heaviest object yet to be retrieved from exoatmospheric conditions. State-of-the-art design procedures were ground-ruled and development testing minimized to produce both a reliable and cost effective system. The ability to utilize the inherent drag of the boosters during the initial phase of reentry was a key factor in minimizing the parachute loads, size and weight. A wind tunnel test program was devised to enable the accurate prediction of booster aerodynamic characteristics. Concurrently, wind tunnel, rocket sled and air drop tests were performed to develop and verify the performance of the parachute decelerator subsystem. Aerodynamic problems encountered during the overall recovery system development and the respective solutions are emphasized.

KSC-2011-6172

NASA Image and Video Library

2011-07-29

NACOGDOCHES, Texas -- A round 40-inch aluminum storage tank from space shuttle Columbia's Power Reactant and Storage Distribution System rests on the edge of Lake Nacogdoches in Texas. Lower lake water levels due to a local drought allowed the debris to become exposed. Columbia was destroyed during re-entry at the conclusion of the STS-107 mission in 2003. Approximately 38 to 40 percent of Columbia was recovered following the accident in a half-million-acre search area which extended from eastern Texas and to western Louisiana. This tank is one of 18 cryogenic liquid storage tanks that flew aboard Columbia. The tank is not hazardous to people or the environment and will be transported to NASA's Kennedy Space Center for storage inside the Vehicle Assembly Building with the rest of the recovered Columbia debris. For information on STS-107 and the Columbia accident, visit http://www.nasa.gov/columbia/home/index.html. Photo credit: Nacogdoches Police Dept.

Orion Heat Shield Manufacturing Producibility Improvements for the EM-1 Flight Test Program

NASA Technical Reports Server (NTRS)

Koenig, William J.; Stewart, Michael; Harris, Richard F.

2018-01-01

This paper describes how the ORION program is incorporating improvements in the heat shield design and manufacturing processes reducing programmatic risk and ensuring crew safety in support of NASA's Exploration missions. The approach for the EFT-1 heat shield utilized a low risk Apollo heritage design and manufacturing process using an Avcoat TPS ablator with a honeycomb substrate to provide a one piece heat shield to meet the mission re-entry heating environments. The EM-1 mission will have additional flight systems installed to fly to the moon and return to Earth. Heat shield design and producibility improvements have been incorporated in the EM-1 vehicle to meet deep space mission requirements. The design continues to use the Avcoat material, but in a block configuration to enable improvements in consistant and repeatable application processes using tile bonding experience developed on the Space Shuttle Transportation System Program.

14 CFR 431.51 - General.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false General. 431.51 Section 431.51 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... approve reentry of the payload. (b) A payload reentry review may be conducted as part of an RLV mission...

14 CFR 431.51 - General.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false General. 431.51 Section 431.51 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... approve reentry of the payload. (b) A payload reentry review may be conducted as part of an RLV mission...

14 CFR 431.51 - General.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false General. 431.51 Section 431.51 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... approve reentry of the payload. (b) A payload reentry review may be conducted as part of an RLV mission...

14 CFR 431.51 - General.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false General. 431.51 Section 431.51 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... approve reentry of the payload. (b) A payload reentry review may be conducted as part of an RLV mission...

14 CFR 431.51 - General.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false General. 431.51 Section 431.51 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... approve reentry of the payload. (b) A payload reentry review may be conducted as part of an RLV mission...

Characterization of the Space Shuttle Ascent Debris using CFD Methods

NASA Technical Reports Server (NTRS)

Murman, Scott M.; Aftosmis, Michael J.; Rogers, Stuart E.

2005-01-01

After video analysis of space shuttle flight STS-107's ascent showed that an object shed from the bipod-ramp region impacted the left wing, a transport analysis was initiated to determine a credible flight path and impact velocity for the piece of debris. This debris transport analysis was performed both during orbit, and after the subsequent re-entry accident. The analysis provided an accurate prediction of the velocity a large piece of foam bipod ramp would have as it impacted the wing leading edge. This prediction was corroborated by video analysis and fully-coupled CFD/six degree of freedom (DOF) simulations. While the prediction of impact velocity was accurate enough to predict critical damage in this case, one of the recommendations of the Columbia Accident Investigation Board (CAIB) for return-to-flight (RTF) was to analyze the complete debris environment experienced by the shuttle stack on ascent. This includes categorizing all possible debris sources, their probable geometric and aerodynamic characteristics, and their potential for damage. This paper is chiefly concerned with predicting the aerodynamic characteristics of a variety of potential debris sources (insulating foam and cork, nose-cone ablator, ice, ...) for the shuttle ascent configuration using CFD methods. These aerodynamic characteristics are used in the debris transport analysis to predict flight path, impact velocity and angle, and provide statistical variation to perform risk analyses where appropriate. The debris aerodynamic characteristics are difficult to determine using traditional methods, such as static or dynamic test data, due to the scaling requirements of simulating a typical debris event. The use of CFD methods has been a critical element for building confidence in the accuracy of the debris transport code by bridging the gap between existing aerodynamic data and the dynamics of full-scale, in-flight events.

NASA Shuttle Orbiter Reinforced Carbon Carbon (RCC) Crack Repair Arc-Jet Testing

NASA Technical Reports Server (NTRS)

Clark, ShawnDella; Larin, Max; Rochelle, Bill

2007-01-01

This NASA study demonstrates the capability for testing NOAX-repaired RCC crack models in high temperature environments representative of Shuttle Orbiter during reentry. Analysis methods have provided correlation of test data with flight predictions. NOAX repair material for RCC is flown on every STS flight in the event such a repair is needed. Two final test reports are being generated on arc-jet results (both calibration model runs and repaired models runs).

Spacelab

NASA Image and Video Library

1985-06-01

Spacelab-3 launched aboard STS-51B, with the major science objective being to perform engineering tests on two new facilities: the rodent animal holding facility and the primate animal holding facility. In addition, scientists observed the animals to obtain first hand knowledge of the effects of launch and reentry stresses and behavior. The need for suitable animal housing to support research in space led to the development of the Research Animal Holding Facility at the Ames Research Center. Scientists often study animals to find clues to human physiology and behavior. Rats, insects, and microorganisms had already been studied aboard the Shuttle on previous missions. On Spacelab-3, scientists had a chance to observe a large number of animals living in space in a specially designed and independently controlled housing facility. Marshall Space Flight Center (MSFC) had management responsibility for the Spacelab-3 mission. This photograph depicts activities during the mission at the Huntsville Operations Support Center (HOSC) Spacelab Payload Operations Control Center (SL POCC) at MSFC.

Spacelab

NASA Image and Video Library

1985-05-01

Spacelab-3 launched aboard STS-51B, with the major science objective being to perform engineering tests on two new facilities: the rodent animal holding facility and the primate animal holding facility. In addition, scientists observed the animals to obtain first hand knowledge of the effects of launch and reentry stresses and behavior. The need for suitable animal housing to support research in space led to the development of the Research Animal Holding Facility at the Ames Research Center. Scientists often study animals to find clues to human physiology and behavior. Rats, insects, and microorganisms had already been studied aboard the Shuttle on previous missions. On Spacelab-3, scientists had a chance to observe a large number of animals living in space in a specially designed and independently controlled housing facility. Marshall Space Flight Center (MSFC) had management responsibility for the Spacelab 3 mission. This photograph depicts activities during the mission at the Huntsville Operations Support Center (HOSC) Spacelab Payload Operations Control Center (SL POCC) at MSFC.

Spacelab

NASA Image and Video Library

1985-05-01

Spacelab-3 launched aboard STS-51B, with the major science objective being to perform engineering tests on two new facilities: the rodent animal holding facility and the primate animal holding facility. In addition, scientists observed the animals to obtain first hand knowledge of the effects of launch and reentry stresses and behavior. The need for suitable animal housing to support research in space led to the development of the Research Animal Holding Facility at the Ames Research Center. Scientists often study animals to find clues to human physiology and behavior. Rats, insects, and microorganisms had already been studied aboard the Shuttle on previous missions. On Spacelab-3, scientists had a chance to observe a large number of animals living in space in a specially designed and independently controlled housing facility. Marshall Space Flight Center (MSFC) had management responsibility for the Spacelab-3 mission. This photograph depicts activities during the mission at the Huntsville Operations Support Center (HOSC) Spacelab Payload Operations Control Center (SL POCC) at MSFC.

Around Marshall

NASA Image and Video Library

1985-06-01

Spacelab-3 launched aboard STS-51B, with the major science objective being to perform engineering tests on two new facilities: the rodent animal holding facility and the primate animal holding facility. In addition, scientists observed the animals to obtain first hand knowledge of the effects of launch and reentry stresses and behavior. The need for suitable animal housing to support research in space led to the development of the Research Animal Holding Facility at the Ames Research Center. Scientists often study animals to find clues to human physiology and behavior. Rats, insects, and microorganisms had already been studied aboard the Shuttle on previous missions. On Spacelab-3, scientists had a chance to observe a large number of animals living in space in a specially designed and independently controlled housing facility. Marshall Space Flight Center (MSFC) had management responsibility for the Spacelab-3 mission. This photograph depicts activities during the mission at the Huntsville Operations Support Center (HOSC) Spacelab Payload Operations Control Center (SL POCC) at MSFC.

Vacuum/Zero Net-Gravity Application for On-Orbit TPS Tile Repair

NASA Technical Reports Server (NTRS)

Harvey, Gale A.; Humes, Donald H.; Siochi, Emilie J.

2004-01-01

The Orbiter Columbia catastrophically failed during reentry February 1, 2003. All Space Shuttle flights were suspended, including logistics support for the International Space Station. NASA Langley Research Center s (LaRC) Structures and Materials Competency is performing characterizations of candidate materials for on-orbit repair of orbiter Thermal Protection System (TPS) tiles to support Return-to-Flight activities led by Johnson Space Center (JSC). At least ten materials properties or attributes (adhesion to damage site, thermal protection, char/ash strength, thermal expansion, blistering, flaming, mixing ease, application in vacuum and zero gravity, cure time, shelf or storage life, and short-term outgassing and foaming) of candidate materials are of interest for on-orbit repair. This paper reports application in vacuum and zero net-gravity (for viscous flow repair materials). A description of the test apparatus and preliminary results of several candidate materials are presented. The filling of damage cavities is different for some candidate repair materials in combined vacuum and zero net-gravity than in either vacuum or zero net-gravity alone.

14 CFR 435.21 - General.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false General. 435.21 Section 435.21 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... and Approval for Reentry of a Reentry Vehicle § 435.21 General. The FAA issues a policy approval to a...

14 CFR 435.21 - General.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false General. 435.21 Section 435.21 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... and Approval for Reentry of a Reentry Vehicle § 435.21 General. The FAA issues a policy approval to a...

14 CFR 435.21 - General.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false General. 435.21 Section 435.21 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... and Approval for Reentry of a Reentry Vehicle § 435.21 General. The FAA issues a policy approval to a...

14 CFR 435.21 - General.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false General. 435.21 Section 435.21 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... and Approval for Reentry of a Reentry Vehicle § 435.21 General. The FAA issues a policy approval to a...

14 CFR 435.21 - General.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false General. 435.21 Section 435.21 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... and Approval for Reentry of a Reentry Vehicle § 435.21 General. The FAA issues a policy approval to a...

New Approaches to Waterproofing of Space Shuttle Insulating Materials

NASA Technical Reports Server (NTRS)

Blum, Yigal D.; Johnson, Sylvia M.; Chen, Paul

1997-01-01

Future reusable space vehicles will be in service much more frequently than current space shuttles. Therefore, rapid reconditioning of spacecraft will be required. Currently, the waterproofing of space shuttles after each re-entry takes 72 hours and requires substantial labor. In addition, the currently used waterproofing reagent, DiMethylEthoxySilane (DMES), is considered toxic, and ethanol fumes are released during its hydrolytic activation. Consequently, a long time period, which is not acceptable for future operations, is needed to ensure that 0 the excess volatile compounds are removed before further maintenance of the space vehicle can be performed. The objective of this project was to assist NASA Ames in finding improved waterproofing systems by identifying suitable waterproofing agents that can be applied by vapor phase deposition and will be less toxic, bond more rapidly to the insulation material surface, and potentially have higher thermal stability than the DMES system. Several approaches to achieve faster waterproofing with less toxicity were assessed using the following alternatives: Reactive volatile compounds that are rapidly deposited by chemical bonding at the surface and leave no toxic volatiles. Reactive reagents that are the least toxic. Nonvolatile reagents that are very reactive and bond strongly to the insulating material surface. Three specific types of potential reagents were chosen for evaluation in this project: 1. Volatile reagents with Si-Cl functional groups for vapor deposition 2. Volatile reagents with Si-H functional groups for vapor deposition 3. Nonvolatile oligomeric or polymeric reactive siloxanes that are assumed to have higher thermal stability and/or strong bonding to the insulating material. The chemistry involved in the project was targeted at the generation of intermediates having reactive Si-OH bonds for the formation of either volatile species or polymeric species that bond rapidly to the surface and also cure rapidly. We focused on two chemical reactions@-hydrolysis of Si-Cl bonds and catalytic dehydrocoupling of Si-H bonds.

Flight test derived heating math models for critical locations on the orbiter during reentry

NASA Technical Reports Server (NTRS)

Hertzler, E. K.; Phillips, P. W.

1983-01-01

An analysis technique was developed for expanding the aerothermodynamic envelope of the Space Shuttle without subjecting the vehicle to sustained flight at more stressing heating conditions. A transient analysis program was developed to take advantage of the transient maneuvers that were flown as part of this analysis technique. Heat rates were derived from flight test data for various locations on the orbiter. The flight derived heat rates were used to update heating models based on predicted data. Future missions were then analyzed based on these flight adjusted models. A technique for comparing flight and predicted heating rate data and the extrapolation of the data to predict the aerothermodynamic environment of future missions is presented.

Assessment of Turbulent CFD Against STS-128 Hypersonic Flight Data

NASA Technical Reports Server (NTRS)

Wood, William A.; Kleb, William L.; Hyatt, Andrew J.

2010-01-01

Turbulent CFD simulations are compared against surface temperature measurements of the space shuttle orbiter windward tiles at reentry flight conditions. Algebraic turbulence models are used within both the LAURA and DPLR CFD codes. The flight data are from temperature measurements obtained by seven thermocouples during the STS-128 mission (September 2009). The flight data indicate boundary layer transition onset over the Mach number range 13.5{15.5, depending upon the location on the vehicle. But the boundary layer flow appeared to be transitional down through Mach 12, based upon the flight data and CFD trends. At Mach 9 the simulations match the flight data on average within 20 F/11 C, where typical surface temperatures were approximately 1600 F/870 C.

Investigation of configuration effects on entry heating distributions at Mach no. equal 8.0 (OH41). [for wind tunnel model of space shuttle orbiter

NASA Technical Reports Server (NTRS)

Gorowitz, H.; White, R.; Derrico, A.

1973-01-01

Aerodynamic heating data were obtained on 0.006 scale models of four Rockwell International SSV double delta wing Orbiters in the Mach 8 variable density tunnel. A model of two previously tested Rockwell International Orbiters which are identified in the Configuration Description of this report were also tested. Orbiter surfaces were thermally mapped from the laminar through turbulent flight regimes during re-entry. Various modifications were made to model lower surfaces to determine the cause of transition in the vicinity of 3.0 million Reynolds number per foot. Re-entry data were acquired for angles of attack from 25 through 35 degrees at nominal Reynolds numbers per foot of 1.0, 2.0, 2.3, 2.5, 3.0, 3.5, 4.5 and 6.0 million utilizing the phase change paint technique. Launch data were acquired on the model upper surfaces for angles of attack of 0 and -5 degrees at nominal Reynolds numbers per foot of 3.0 and 6.0 million. A total of 70 orbiter heating runs and 6 material sample sphere runs were completed.

Achieving the Proper Balance Between Crew and Public Safety

NASA Technical Reports Server (NTRS)

Gowan, John; Rosati, Paul; Silvestri, Ray; Stahl, Ben; Wilde, Paul

2011-01-01

A paramount objective of all human-rated launch and reentry vehicle developers is to ensure that the risks to both the crew onboard and the public are minimized within reasonable cost, schedule, and technical constraints. Past experience has shown that proper attention to range safety requirements necessary to ensure public safety must be given early in the design phase to avoid additional operational complexities or threats to the safety of people onboard. This paper will outline the policy considerations, technical issues, and operational impacts regarding launch and reentry vehicle failure scenarios where crew and public safety are intertwined and thus addressed optimally in an integrated manner. Historical examples and lessons learned from both the Space Shuttle and Constellation Programs will be presented. Using these examples as context, the paper will discuss some operational, design, and analysis approaches to mitigate and balance the risks to people onboard and in the public. Manned vehicle perspectives from the FAA and Air Force organizations that oversee public safety will also be summarized. Finally, the paper will emphasize the need to factor policy, operational, and analysis considerations into the early design trades of new vehicles to help ensure that both crew and public safety are maximized to the greatest extent possible.

Water landing characteristics of a model of a winged reentry vehicle

NASA Technical Reports Server (NTRS)

Stubbs, S. M.

1972-01-01

Proposed manned space shuttle vehicles are expected to land on airport runways. In an emergency situation, however, the vehicle may be required to land on water. A 1/10-scale dynamic model of a winged reentry vehicle was investigated to determine the water landing characteristics. Two configurations of the proposed vehicle were studied. Configuration 1 had a 30 deg negative dihedral of the stabilizer-elevon surface whereas configuration 2 had a 30 deg positive dihedral. Results indicate that the maximum normal accelerations for configurations 1 and 2 when landing in calm water were approximately 8g and 6g, respectively, and the maximum longitudinal accelerations were approximately 5g and 3g, respectively. A small hydroflap was needed to obtain satisfactory calm-water landings with configuration 2, whereas configuration 1 gave good landings without a hydroflap. All landings made in rough water resulted in unsatisfactory motions. For landings made in three different wave sizes, both configurations dived. The maximum normal accelerations for configurations 1 and 2 when landing in waves were -10.1g and -18.7g, respectively, and the maximum longitudinal accelerations for both configurations were approximately 13g.

14 CFR 431.7 - Payload and payload reentry determinations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false Payload and payload reentry determinations. 431.7 Section 431.7 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION... determination. Either an RLV mission license applicant or a payload owner or operator may request a review of...

14 CFR 431.7 - Payload and payload reentry determinations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false Payload and payload reentry determinations. 431.7 Section 431.7 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION... determination. Either an RLV mission license applicant or a payload owner or operator may request a review of...

14 CFR 431.7 - Payload and payload reentry determinations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false Payload and payload reentry determinations. 431.7 Section 431.7 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION... determination. Either an RLV mission license applicant or a payload owner or operator may request a review of...

14 CFR 431.7 - Payload and payload reentry determinations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false Payload and payload reentry determinations. 431.7 Section 431.7 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION... determination. Either an RLV mission license applicant or a payload owner or operator may request a review of...

14 CFR 435.23 - Policy review requirements and procedures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... VEHICLE (RLV) Policy Review and Approval for Reentry of a Reentry Vehicle § 435.23 Policy review... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Policy review requirements and procedures. 435.23 Section 435.23 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION...

Numerical Evaluation of Mode 1 Stress Intensity Factor as a Function of Material Orientation For BX-265 Foam Insulation Material

NASA Technical Reports Server (NTRS)

Knudsen, Erik; Arakere, Nagaraj K.

2006-01-01

Foam; a cellular material, is found all around us. Bone and cork are examples of biological cell materials. Many forms of man-made foam have found practical applications as insulating materials. NASA uses the BX-265 foam insulation material on the external tank (ET) for the Space Shuttle. This is a type of Spray-on Foam Insulation (SOFI), similar to the material used to insulate attics in residential construction. This foam material is a good insulator and is very lightweight, making it suitable for space applications. Breakup of segments of this foam insulation on the shuttle ET impacting the shuttle thermal protection tiles during liftoff is believed to have caused the space shuttle Columbia failure during re-entry. NASA engineers are very interested in understanding the processes that govern the breakup/fracture of this complex material from the shuttle ET. The foam is anisotropic in nature and the required stress and fracture mechanics analysis must include the effects of the direction dependence on material properties. Material testing at NASA MSFC has indicated that the foam can be modeled as a transversely isotropic material. As a first step toward understanding the fracture mechanics of this material, we present a general theoretical and numerical framework for computing stress intensity factors (SIFs), under mixed-mode loading conditions, taking into account the material anisotropy. We present mode I SIFs for middle tension - M(T) - test specimens, using 3D finite element stress analysis (ANSYS) and FRANC3D fracture analysis software, developed by the Cornel1 Fracture Group. Mode I SIF values are presented for a range of foam material orientations. Also, NASA has recorded the failure load for various M(T) specimens. For a linear analysis, the mode I SIF will scale with the far-field load. This allows us to numerically estimate the mode I fracture toughness for this material. The results represent a quantitative basis for evaluating the strength and fracture properties of anisotropic foam insulation material.

Mentoring Undergraduate Students through the Space Shuttle Hitchhiker GoldHELOX Project

NASA Astrophysics Data System (ADS)

Moody, J. Ward; Barnes, Jonathan; Roming, Peter; Durfee, Dallin; Campbell, Branton; Turley, Steve; Eastman, Paul

2015-01-01

In the late 1980s a team of four BYU undergraduate students designed a space-based telescope to image the sun in soft x-rays from 171-181 Angstroms to gain information on microflares and their relation to the corona-chromosphere transition region. The telescope used a near-normal incidence multi-layered mirror imaging onto film through a micro-channel plate. The system was capable of 1.0 sec time resolution and 2.5 arcsec spatial resolution. Aided by a NASA grant in 1991, a system was built and successfully tested in 1998 at Marshall Space Flight Center. Originally designed to be deployed from a Get-Away-Special (GAS) canister in the bay of a space shuttle, the good results of this test elevated GoldHelox to greater-priority Hitchhiker status. Even so technical and procedural difficulties delayed a launch until after 2003. Unfortunately after the Columbia re-entry break-up in February 2003, the Hitchhiker program was cancelled and the GoldHelox project ended.Well over 200 undergraduate students worked on GoldHelox. Many of these have since earned advanced degrees in a variety of technical fields. Several have gone on to work in the space industry, becoming NASA scientists and engineers with one becoming a PI on the Swift satellite. The broad range of talent on the team has included students majoring in physics, astronomy, mechanical engineering, electrical engineering, manufacturing engineering, design engineering, business and even English majors who have written technical and public relations documents. We report on lessons learned and the pitfalls and successes of this unique mentoring experience.

An investigation of the aerodynamic characteristics of a 0.00548 scale model (model no. 486) of the space shuttle 146-inch diameter solid rocket booster at angels of attack from 113 deg to 180 deg in the AEDC PWT 4-foot transonic wind tunnel (SA16F)

NASA Technical Reports Server (NTRS)

Ramsey, P. E.

1976-01-01

An experimental investigation (SA16F) was conducted in the AEDC PWT 4T to determine the entry static stability of a 0.00548 scale space shuttle solid rocket booster (SRB). The primary objective was to improve the definition of the aerodynamic characteristics in the angle of attack range beyond 90 deg in the vicinity of the entry trim point. The SRB scale model consisted of the reentry configuration with all major protuberances. A simulated heat shield around the engine nozzle was also included. Data were obtained for a 60 deg side mounted sting and a straight nose mounted sting. The angle of attack range for the side mounted sting was 113 deg to 147 deg and for the nose mounted sting 152 deg to 187 deg. The Mach number range consisted of 0.4 to 1.2 at roll angles of 0 and 90 deg. The resulting 6-component aerodynamic force data was presented as the variation of coefficients with angle of attack for each Mach number and roll angle.

Ventilation loss and pressurization in the NASA launch/entry suit: Potential for heat stress

NASA Technical Reports Server (NTRS)

Kaufman, Jonathan W.; Dejneka, Katherine Y.; Askew, Gregory K.

1989-01-01

The potential of the NASA Launch/Entry Suit (LES) for producing heat stress in a simulated Space Shuttle cabin environment was studied. The testing was designed to identify potential heat stress hazards if the LES were pressurized or if ventilation were lost. Conditions were designed to simulate an extreme pre-launch situation with chamber temperatures maintained at dry bulb temperature = 27.2 +/- 0.1 C, globe temperature = 27.3 +/- 0.1 C, and wet bulb temperature = 21.1 +/- 0.3 C. Two females and two males, 23 to 34 years of age, were employed in this study, with two subjects having exposures in all 3 conditions. Test durations in the ventilated (V) and unventilated (UV) conditions were designed for 480 minutes, which all subjects achieved. Pressurized runs (Pr) were designed for 45 minutes, which all subjects also achieved. While some significant differences related to experimental conditions were noted in rectal and mean skin temperatures, evaporation rates, sweat rates, and heart rate, these differences were not thought to be physiologically significant. The results indicate that the LES garment, in either the Pr or UV state, poses no danger of inducing unacceptable heat stress under the conditions expected within the Space Shuttle cabin during launch or reentry.

Empirical Accuracies of U.S. Space Surveillance Network Reentry Predictions

NASA Technical Reports Server (NTRS)

Johnson, Nicholas L.

2008-01-01

The U.S. Space Surveillance Network (SSN) issues formal satellite reentry predictions for objects which have the potential for generating debris which could pose a hazard to people or property on Earth. These prognostications, known as Tracking and Impact Prediction (TIP) messages, are nominally distributed at daily intervals beginning four days prior to the anticipated reentry and several times during the final 24 hours in orbit. The accuracy of these messages depends on the nature of the satellite s orbit, the characteristics of the space vehicle, solar activity, and many other factors. Despite the many influences on the time and the location of reentry, a useful assessment of the accuracies of TIP messages can be derived and compared with the official accuracies included with each TIP message. This paper summarizes the results of a study of numerous uncontrolled reentries of spacecraft and rocket bodies from nearly circular orbits over a span of several years. Insights are provided into the empirical accuracies and utility of SSN TIP messages.

X-38 vehicle #131R in first free flight

NASA Technical Reports Server (NTRS)

2000-01-01

The third iteration of the X-38, V-131R, glides down under a giant parafoil towards a landing on Rogers Dry Lake near NASA's Dryden Flight Research Center during its first free flight Nov. 2, 2000. The X-38 prototypes are intended to perfect technology for a planned Crew Return Vehicle (CRV) 'lifeboat' to carry a crew to safety in the event of an emergency on the International Space Station. Free-flight tests of X-38 V-131R are evaluating upgraded avionics and control systems and the aerodynamics of the modified upper body, which is more representative of the final design of the CRV than the two earlier X-38 test craft, including a simulated hatch atop the body. The huge 7,500 square-foot parafoil will enable the CRV to land in the length of a football field after returning from space. The first three X-38's are air-launched from NASA's venerable NB-52B mother ship, while the last version, V-201, will be carried into space by a Space Shuttle and make a fully autonomous re-entry and landing.

Behavior and Performance Project

NASA Technical Reports Server (NTRS)

Washburn, David A.; Rumbaugh, Duane M.; Shlyk, Galina; Vassilieva, Oxana; Richardson, W. Kirk

1998-01-01

Behavior is an overt manifestation of underlying biology. As such, alterations in biological systems that result from spaceflight would be expected to evidence themselves in subtle or even pronounced changes in the behavior of that organism. These alterations in visible behavior may then indicate or even be diagnostic of alterations in the physical well-being of humans and other animals as they adapt to space environments or readapt to Earth--alterations that might not otherwise be detected without relatively invasive and frequently expensive procedures. Moreover, behavior and performance constitute the central standard for evaluating the mission success of spaceflight ventures. The success or failure of any excursion into space is primarily indexed by the ability of astronauts and cosmonauts to perform the tasks and experiments of any particular mission, to land a re-entry vehicle after extended exposure to microgravity (as with the space shuttle), or to make time-critical and life-saving repairs or other decisions while in orbit (as with the recent Mir events). Thus, understanding the effects spaceflight on behavior and performance is inherently important, in addition to those insights that behavior can provide about the physiological consequences of space adaptation.

Shuttle high resolution accelerometer package experiment results - Atmospheric density measurements between 60-160 km

NASA Technical Reports Server (NTRS)

Blanchard, R. C.; Hinson, E. W.; Nicholson, J. Y.

1988-01-01

Indirect or inferred values of atmospheric density encountered by the Shuttle Orbiter during reentry have been calculated from acceleration measurements made by the High Resolution Accelerometer Package (HiRAP) and the Orbiter Inertial Measurement Unit (IMU) liner accelerometers. The atmospheric density data developed from this study represent a significant gain with respect to the body of data collected to date by various techniques in the altitude range of 60 to 160 km. The data are unique in that they cover a very wide horizontal range during each flight and provide insight into the actual density variations encountered along the reentry flight path. The data, which were collected over about 3 years, are also characterized by variations in solar activity, geomagnetic index, and local solar time. Comparison of the flight-derived densities with various atmospheric models have been made, and analyses have attempted to characterize the data and to show correlation with selected physical variables.

Draft environmental impact statement for the Galileo Mission (Tier 2)

NASA Technical Reports Server (NTRS)

1988-01-01

This Draft Environmental Impact Statement (DEIS) addresses the environmental impacts which may be caused by the preparation and operation of the Galileo spacecraft, including its planned launch on the Space Transportation System (STS) Shuttle and the alternative of canceling further work on the mission. The launch configuration will use the STS/Inertial Upper Stage (IUS)/Payload Assist Module-Special (PAM-S) combination. The Tier 1 EIS included a delay alternative which considered the Titan 4 launch vehicle as an alternative booster stage for launch in 1991 or later. However, the U.S. Air Force, which procures the Titan 4 for NASA, could not provide a Titan 4 vehicle for the 1991 launch opportunity because of high priority Department of Defense requirements. The only expected environmental effects of the proposed action are associated with normal Shuttle launch operations. These impacts are limited largely to the near-field at the launch pad, except for temporary stratospheric ozone effects during launch and occasional sonic boom effects near the landing site. These effects have been judged insufficient to preclude Shuttle launches. In the event of: (1) an accident during launch, or (2) reentry of the spacecraft from earth orbit, there are potential adverse health and environmental effects associated with the possible release of plutonium dioxide from the spacecraft's radioisotope thermoelectric generators (RTG).

75 FR 75619 - Waiver of Acceptable Mission Risk Restriction for Reentry and a Reentry Vehicle

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-06

... Falcon 9 flight 002. First, SpaceX requested a waiver of 14 CFR 404.3(b)(5), which requires that a waiver... private commercial space flight company. It has entered into a Space Act Agreement with the National... addresses an upcoming demonstration flight that SpaceX plans to undertake as part of the COTS program. At...

STS-1 landing at Edwards - first orbital mission

NASA Technical Reports Server (NTRS)

1981-01-01

The first flight of a space shuttle into space and back occurred from April 12 to April 14, 1981. After years of testing of the space shuttle Columbia and training the astronauts in simulators, the orbiter lifted off into space on the 12th, boosted by the seven million pounds of thrust supplied by its solid-propellant rockets and liquid-hydrogen engines. The flight, one of four Orbital Flight Tests of Columbia, served as a two-day demonstration of the first reusable, piloted spacecraft's ability to go into orbit and return safely to Earth. Columbia carried as its main payload a Developmental Flight Instrumentation pallet with instruments to record pressures, temperatures, and levels of acceleration at various points on the vehicle during launch, flight, and landing. One of many cameras aboard--a remote television camera--revealed some of the thermal protection tiles had disengaged during launch. As Columbia reentered the atmosphere from space at Mach 24 (24 times the speed of sound) after 36 orbits, aerodynamic heating built up to over 3,000 degrees Fahrenheit, causing some concern during the moments when ionized gases disrupted radio communication. But at 188,000 feet and Mach 10, mission commander John W. Young and pilot Robert L. Crippen reported that the orbiter was performing as expected. After a series of maneuvers to reduce speed, the mission commander and pilot prepared to land. In flight, Young and Crippen tested the spacecraft's on-board systems, fired the orbital maneuvering system for changing orbits, employed the reaction control system for controlling attitude, and opened and closed the payload doors. Columbia was the first reusable, piloted spacecraft, the first piloted lifting-reentry vehicle, and the first piloted spacecraft without a crew escape system. Energy management for the space shuttles was based on previous experience with the X-15 at NASA's Flight Research Center (which had become the Dryden Flight Research Center in 1976). Landing the shuttles without power--and therefore without the weight penalty of an additional engine and fuel--was based on previous experience at the Flight Research Center with piloted lifting bodies that also landed without power, as had the X-15s. Dryden and Edwards Air Force Base (AFB) had also hosted the approach and landing tests of the shuttle prototype Enterprise in 1977 and had tested the computers used for the shuttles' flight control systems in the F-8 Digital Fly-By-Wire aircraft, which also contributed to the solution of a dangerous pilot induced oscillation that occurred on the final approach and landing test. In this clip Young and Crippen fly the orbiter Columbia to a picture-perfect, unpowered landing on the dry lakebed runway 23 at Edwards AFB, CA, after it's first orbital flight, which ended on April 14.

Launch Vehicle Demonstrator Using Shuttle Assets

NASA Technical Reports Server (NTRS)

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

2011-01-01

The Marshall Space Flight Center Advanced Concepts Office (ACO) has the leading role for NASA s preliminary conceptual launch vehicle design and performance analysis. Over the past several years the ACO Earth-to-Orbit Team has evaluated thousands of launch vehicle concept variations for a multitude of studies including agency-wide efforts such as the Exploration Systems Architecture Study (ESAS), Constellation, Heavy Lift Launch Vehicle (HLLV), Heavy Lift Propulsion Technology (HLPT), Human Exploration Framework Team (HEFT), and Space Launch System (SLS). NASA plans to continue human space exploration and space station utilization. Launch vehicles used for heavy lift cargo and crew will be needed. One of the current leading concepts for future heavy lift capability is an inline one and a half stage concept using solid rocket boosters (SRB) and based on current Shuttle technology and elements. Potentially, the quickest and most cost-effective path towards an operational vehicle of this configuration is to make use of a demonstrator vehicle fabricated from existing shuttle assets and relying upon the existing STS launch infrastructure. Such a demonstrator would yield valuable proof-of-concept data and would provide a working test platform allowing for validated systems integration. Using shuttle hardware such as existing RS-25D engines and partial MPS, propellant tanks derived from the External Tank (ET) design and tooling, and four-segment SRB s could reduce the associated upfront development costs and schedule when compared to a concept that would rely on new propulsion technology and engine designs. There are potentially several other additional benefits to this demonstrator concept. Since a concept of this type would be based on man-rated flight proven hardware components, this demonstrator has the potential to evolve into the first iteration of heavy lift crew or cargo and serve as a baseline for block upgrades. This vehicle could also serve as a demonstration and test platform for the Orion Program. Critical spacecraft systems, re-entry and recovery systems, and launch abort systems of Orion could also be demonstrated in early test flights of the launch vehicle demo. Furthermore, an early demonstrator of this type would provide a stop-gap for retaining critical human capital and infrastructure while affording the current emerging generation of young engineers opportunity to work with and capture lessons learned from existing STS program offices and personnel, who were integral in the design and development of the Space Shuttle before these resources are no longer available. The objective of this study is to define candidate launch vehicle demonstration concepts that are based on Space Shuttle assets and determine their performance capabilities and how these demonstration vehicles could evolve to a heavy lift capability to low earth orbit.

14 CFR 431.61 - Incorporation of payload reentry determination in license application.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false Incorporation of payload reentry determination in license application. 431.61 Section 431.61 Aeronautics and Space COMMERCIAL SPACE... payload or class of payload may be included by an RLV mission license applicant as part of its application...

14 CFR 431.61 - Incorporation of payload reentry determination in license application.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false Incorporation of payload reentry determination in license application. 431.61 Section 431.61 Aeronautics and Space COMMERCIAL SPACE... payload or class of payload may be included by an RLV mission license applicant as part of its application...

14 CFR 431.61 - Incorporation of payload reentry determination in license application.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false Incorporation of payload reentry determination in license application. 431.61 Section 431.61 Aeronautics and Space COMMERCIAL SPACE... payload or class of payload may be included by an RLV mission license applicant as part of its application...

14 CFR 431.61 - Incorporation of payload reentry determination in license application.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Incorporation of payload reentry determination in license application. 431.61 Section 431.61 Aeronautics and Space COMMERCIAL SPACE... payload or class of payload may be included by an RLV mission license applicant as part of its application...

14 CFR 431.61 - Incorporation of payload reentry determination in license application.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false Incorporation of payload reentry determination in license application. 431.61 Section 431.61 Aeronautics and Space COMMERCIAL SPACE... payload or class of payload may be included by an RLV mission license applicant as part of its application...

Reentry Capsule for Sample Return from Asteroids in the Planetary Exploration Missions

NASA Astrophysics Data System (ADS)

Inatani, Yoshifumi

2018-04-01

For carrying sample from the bodies of interplanetary space, a wide range of knowledge of reentry technology is needed. HAYABUSA(MUSES-C) was an asteroid explorer returned to the earth after the 7 years of voyage, and its capsule reenters into the Earth’s atmosphere, which was a good example of reentry technology implemented to the flight vehicle. It performed a safe reentry flight and recovery. For the design of the capsule, many considerations were made due to its higher entry velocity and higher aerodynamic heating than those of normal reentry from the low earth orbit. Taking into account the required functions throughout the orbital flight, reentry flight, and descent/recovery phase, the capsule was deigned, tested, manufactured and flight demonstrated finally. The paper presents the concept of the design and qualification approach of the small space capsule of the asteroid sample and return mission. And presented are how the reentry flight was performed and a brief overview of the post flight analysis primarily for these design validation purposes and for the better understanding of the flight results.

14 CFR 431.55 - Payload reentry review.

Code of Federal Regulations, 2012 CFR

2012-01-01

....55 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT... any issues that would adversely affect U.S. national security or foreign policy interests, would... reentry of a proposed payload presents any issues adversely affecting U.S. national security. (c) The FAA...

14 CFR 431.55 - Payload reentry review.

Code of Federal Regulations, 2013 CFR

2013-01-01

....55 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT... any issues that would adversely affect U.S. national security or foreign policy interests, would... reentry of a proposed payload presents any issues adversely affecting U.S. national security. (c) The FAA...

14 CFR 431.55 - Payload reentry review.

Code of Federal Regulations, 2010 CFR

2010-01-01

....55 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT... any issues that would adversely affect U.S. national security or foreign policy interests, would... reentry of a proposed payload presents any issues adversely affecting U.S. national security. (c) The FAA...

14 CFR 431.55 - Payload reentry review.

Code of Federal Regulations, 2011 CFR

2011-01-01

....55 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT... any issues that would adversely affect U.S. national security or foreign policy interests, would... reentry of a proposed payload presents any issues adversely affecting U.S. national security. (c) The FAA...

Protective Effects of the Launch/Entry Suit (LES) and the Liquid Cooling Garment(LCG) During Re-entry and Landing After Spaceflight

NASA Technical Reports Server (NTRS)

Perez, Sondra A.; Charles, John B.; Fortner, G. William; Hurst, Victor, IV; Meck, Janice V.

2002-01-01

Heart rate and arterial pressure were measured during shuttle re-entry, landing and initial standing in crewmembers with and without inflated anti-g suits and with and without liquid cooling garments (LCG). Preflight, three measurements were obtained seated, then standing. Prior to and during re-entry, arterial pressure and heart rate were measured every five minutes until wheels stop (WS). Then crewmembers initiated three seated and three standing measurements. In subjects without inflated anti-g suits, SBP and DBP were significantly lower during preflight standing (P = 0.006; P = 0.001 respectively) and at touchdown (TD) (P = 0.001; P = 0.003 respectively); standing SBP was significantly lower after WS. on-LeG users developed significantly higher heart rates during re-entry (P = 0.029, maxG; P = 0.05, TD; P = 0.02, post-WS seated; P = 0.01, post-WS standing) than LCG users. Our data suggest that the anti-g suit is effective, but the combined anti-g suit with LCG is more effective.

Internal Flow Thermal/Fluid Modeling of STS-107 Port Wing in Support of the Columbia Accident Investigation Board

NASA Technical Reports Server (NTRS)

Sharp, John R.; Kittredge, Ken; Schunk, Richard G.

2003-01-01

As part of the aero-thermodynamics team supporting the Columbia Accident Investigation Board (CAB), the Marshall Space Flight Center was asked to perform engineering analyses of internal flows in the port wing. The aero-thermodynamics team was split into internal flow and external flow teams with the support being divided between shorter timeframe engineering methods and more complex computational fluid dynamics. In order to gain a rough order of magnitude type of knowledge of the internal flow in the port wing for various breach locations and sizes (as theorized by the CAB to have caused the Columbia re-entry failure), a bulk venting model was required to input boundary flow rates and pressures to the computational fluid dynamics (CFD) analyses. This paper summarizes the modeling that was done by MSFC in Thermal Desktop. A venting model of the entire Orbiter was constructed in FloCAD based on Rockwell International s flight substantiation analyses and the STS-107 reentry trajectory. Chemical equilibrium air thermodynamic properties were generated for SINDA/FLUINT s fluid property routines from a code provided by Langley Research Center. In parallel, a simplified thermal mathematical model of the port wing, including the Thermal Protection System (TPS), was based on more detailed Shuttle re-entry modeling previously done by the Dryden Flight Research Center. Once the venting model was coupled with the thermal model of the wing structure with chemical equilibrium air properties, various breach scenarios were assessed in support of the aero-thermodynamics team. The construction of the coupled model and results are presented herein.

Preliminary Subsystem Designs for the Assured Crew Return Vehicle (ACRV), volumes 1-3

NASA Technical Reports Server (NTRS)

1990-01-01

A long term manned facility in space must include provisions for the safety of the crew. The resolution of this need was the design of an Assured Crew Return Vehicle (ACRV). The main focus is on the braking and landing system of the ACRV. This subsystem of the ACRV was divided into three phases. The Phase 1 analysis showed that the use of a tether to aid in the reentry of the ACRV was infeasible due to cost and efficiency. Therefore, a standard rocket would be used for reentry. It was also found that the continental United States was an achievable landing site for the ACRV. The Phase 2 analysis determined the L/D of the vehicle to be 1.8, thus requiring the use of a lifting body for reentry. It was also determined that shuttle tiles would be used for the thermal protection system. In addition, a parachute sequence for further deceleration was included, namely a ringslot drogue chute, a pilot chute, and finally a ringsail main parachute. This sequence was found to be capable of slowing the vehicle to a descent velocity of 9 to 10 m/s, which is the required velocity for aerial recovery. The Phase 3 analysis proved that a Sikorsky CH-53E helicopter is capable of retrieving the ACRV at 5.5 km altitude with minimal g-forces induced on the ACRV and minimal induced moments on the helicopter upon hookup. The helicopter would be modified such that it could stabilize the ACRV close to the bottom of helicopter and carry it to the nearest designated trauma center.

Thermal Protection Test Bed Pathfinder Development Project

NASA Technical Reports Server (NTRS)

Snapp, Cooper

2015-01-01

In order to increase thermal protection capabilities for future reentry vehicles, a method to obtain relevant test data is required. Although arc jet testing can be used to obtain some data on materials, the best method to obtain these data is to actually expose them to an atmospheric reentry. The overprediction of the Orion EFT-1 flight data is an example of how the ground test to flight traceability is not fully understood. The RED-Data small reentry capsule developed by Terminal Velocity Aerospace is critical to understanding this traceability. In order to begin to utilize this technology, ES3 needs to be ready to build and integrate heat shields onto the RED-Data vehicle. Using a heritage Shuttle tile material for the heat shield will both allow valuable insight into the environment that the RED-Data vehicle can provide and give ES3 the knowledge and capability to build and integrate future heat shields for this vehicle.

KENNEDY SPACE CENTER, FLA. - United Space Alliance employee Anthony Simmons checks the electroweld he performed on an insulator inside a Reinforced Carbon Carbon panel. The gray carbon composite RCC panels are attached to the leading edge of the wing of the orbiters to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-16

KENNEDY SPACE CENTER, FLA. - United Space Alliance employee Anthony Simmons checks the electroweld he performed on an insulator inside a Reinforced Carbon Carbon panel. The gray carbon composite RCC panels are attached to the leading edge of the wing of the orbiters to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - United Space Alliance employee Anthony Simmons continues electrowelding on an insulator inside a Reinforced Carbon Carbon panel. The gray carbon composite RCC panels are attached to the leading edge of the wing of the orbiters to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-16

KENNEDY SPACE CENTER, FLA. - United Space Alliance employee Anthony Simmons continues electrowelding on an insulator inside a Reinforced Carbon Carbon panel. The gray carbon composite RCC panels are attached to the leading edge of the wing of the orbiters to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt attaches a Reinforced Carbon Carbon (RCC) panel onto the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-05

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt attaches a Reinforced Carbon Carbon (RCC) panel onto the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - United Space Alliance employee Anthony Simmons electrowelds a crack formed in the insulator inside a Reinforced Carbon Carbon panel. The gray carbon composite RCC panels are attached to the leading edge of the wing of the orbiters to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-16

KENNEDY SPACE CENTER, FLA. - United Space Alliance employee Anthony Simmons electrowelds a crack formed in the insulator inside a Reinforced Carbon Carbon panel. The gray carbon composite RCC panels are attached to the leading edge of the wing of the orbiters to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - United Space Alliance employee Anthony Simmons prepares to electroweld a crack formed in the insulator inside a Reinforced Carbon Carbon panel. The gray carbon composite RCC panels are attached to the leading edge of the wing of the orbiters to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-16

KENNEDY SPACE CENTER, FLA. - United Space Alliance employee Anthony Simmons prepares to electroweld a crack formed in the insulator inside a Reinforced Carbon Carbon panel. The gray carbon composite RCC panels are attached to the leading edge of the wing of the orbiters to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - United Space Alliance employee Anthony Simmons prepares to electroweld a crack found on an insulator inside a Reinforced Carbon Carbon panel. The gray carbon composite RCC panels are attached to the leading edge of the wing of the orbiters to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-16

KENNEDY SPACE CENTER, FLA. - United Space Alliance employee Anthony Simmons prepares to electroweld a crack found on an insulator inside a Reinforced Carbon Carbon panel. The gray carbon composite RCC panels are attached to the leading edge of the wing of the orbiters to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt (right) attaches a Reinforced Carbon Carbon (RCC) panel onto the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-05

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt (right) attaches a Reinforced Carbon Carbon (RCC) panel onto the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt (above) attaches a Reinforced Carbon Carbon (RCC) panel onto the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-05

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt (above) attaches a Reinforced Carbon Carbon (RCC) panel onto the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

The IXV experience, from the mission conception to the flight results

NASA Astrophysics Data System (ADS)

Tumino, G.; Mancuso, S.; Gallego, J.-M.; Dussy, S.; Preaud, J.-P.; Di Vita, G.; Brunner, P.

2016-07-01

The atmospheric re-entry domain is a cornerstone of a wide range of space applications, ranging from reusable launcher stages developments, robotic planetary exploration, human space flight, to innovative applications such as reusable research platforms for in orbit validation of multiple space applications technologies. The Intermediate experimental Vehicle (IXV) is an advanced demonstrator which has performed in-flight experimentation of atmospheric re-entry enabling systems and technologies aspects, with significant advancements on Europe's previous flight experiences, consolidating Europe's autonomous position in the strategic field of atmospheric re-entry. The IXV mission objectives were the design, development, manufacturing, assembling and on-ground to in-flight verification of an autonomous European lifting and aerodynamically controlled reentry system, integrating critical re-entry technologies at system level. Among such critical technologies of interest, special attention was paid to aerodynamic and aerothermodynamics experimentation, including advanced instrumentation for aerothermodynamics phenomena investigations, thermal protections and hot-structures, guidance, navigation and flight control through combined jets and aerodynamic surfaces (i.e. flaps), in particular focusing on the technologies integration at system level for flight, successfully performed on February 11th, 2015.

On Orbit Osteobiology Experiments: from "STROMA" to "MDS" -from in vitro to in vivo

NASA Astrophysics Data System (ADS)

Liu, Yi; Cancedda, Ranieri

Spaceflight causes profound changes in the skeleton, in particular, in the weight-loading bones. Uncoupling of bone remodeling equilibrium between bone formation and resorption is con-sidered responsible for the microgravity-induced bone loss. These changes result in weak-ened and brittle bones prone to fracture on re-entry and in accelerated osteoporosis, making bone deterioration a major problem obstructing the prospects of long-duration manned space flight. Osteoblasts (bone forming cells) and osteocytes (bone resorption cells) are known to be mechano-sensors. Short-exposure of osteoblasts to simulated microgravity ensnarled cell adhe-sion and cytoskeleton. Also osteoblast precursors such as bone marrow stroma cells (BMSC) were shown to be sensitive to mechanical loading. We performed a series of STROMA space-flight experiments by culturing BMSC or co-culturing osteoblasts and osteoclast precursors in automated bioreactors on orbit. Genechip analysis revealed an inhibition of cell proliferation and an unexpected activation of nervous system development genes by spaceflight. To unravel effects of microgravity on genes governing bone mass, transgenic mice with a higher bone mass were flown to orbit inside the Mice Drawer System (MDS) payload. The MDS experiment was launched inside Shuttle Discovery in STS-128 on August 28 2009 at 23:58 EST, and returned to earth by Shuttle Atlantis in STS129 on November 27 2009 at 9:47 EST, marking it as the first long duration animal experiment on the International Space Station (ISS).

STS-111 Flight Day 7 Highlights

NASA Technical Reports Server (NTRS)

2002-01-01

On Flight Day 7 of STS-111 (Space Shuttle Endeavour crew includes: Kenneth Cockrell, Commander; Paul Lockhart, Pilot; Franklin Chang-Diaz, Mission Specialist; Philippe Perrin, Mission Specialist; International Space Station (ISS) Expedition 5 crew includes Valery Korzun, Commander; Peggy Whitson, Flight Engineer; Sergei Treschev, Flight Engineer; ISS Expedition 4 crew includes: Yury Onufrienko, Commander; Daniel Bursch, Flight Engineer; Carl Walz, Flight Engineer), this video opens with answers to questions asked by the public via e-mail about the altitude of the space station, the length of its orbit, how astronauts differentiate between up and down in the microgravity environment, and whether they hear wind noise during the shuttle's reentry. In video footage shot from inside the Quest airlock, Perrin is shown exiting the station to perform an extravehicular activity (EVA) with Chang-Diaz. Chang-Diaz is shown, in helmet mounted camera footage, attaching cable protection booties to a fish-stringer device with multiple hooks, and Perrin is seen loosening bolts that hold the replacement unit accomodation in launch position atop the Mobile Base System (MBS). Perrin then mounts a camera atop the mast of the MBS. During this EVA, the astronauts installed the MBS on the Mobile Transporter (MT) to support the Canadarm 2 robotic arm. A camera in the Endeavour's payload bay provides footage of the Pacific Ocean, the Baja Peninsula, and Midwestern United States. Plumes from wildfires in Nevada, Idaho, Yellowstone National Park, Wyoming, and Montana are visible. The station continues over the Great Lakes and the Eastern Provinces of Canada.

STS-111 Flight Day 7 Highlights

NASA Astrophysics Data System (ADS)

2002-06-01

On Flight Day 7 of STS-111 (Space Shuttle Endeavour crew includes: Kenneth Cockrell, Commander; Paul Lockhart, Pilot; Franklin Chang-Diaz, Mission Specialist; Philippe Perrin, Mission Specialist; International Space Station (ISS) Expedition 5 crew includes Valery Korzun, Commander; Peggy Whitson, Flight Engineer; Sergei Treschev, Flight Engineer; ISS Expedition 4 crew includes: Yury Onufrienko, Commander; Daniel Bursch, Flight Engineer; Carl Walz, Flight Engineer), this video opens with answers to questions asked by the public via e-mail about the altitude of the space station, the length of its orbit, how astronauts differentiate between up and down in the microgravity environment, and whether they hear wind noise during the shuttle's reentry. In video footage shot from inside the Quest airlock, Perrin is shown exiting the station to perform an extravehicular activity (EVA) with Chang-Diaz. Chang-Diaz is shown, in helmet mounted camera footage, attaching cable protection booties to a fish-stringer device with multiple hooks, and Perrin is seen loosening bolts that hold the replacement unit accomodation in launch position atop the Mobile Base System (MBS). Perrin then mounts a camera atop the mast of the MBS. During this EVA, the astronauts installed the MBS on the Mobile Transporter (MT) to support the Canadarm 2 robotic arm. A camera in the Endeavour's payload bay provides footage of the Pacific Ocean, the Baja Peninsula, and Midwestern United States. Plumes from wildfires in Nevada, Idaho, Yellowstone National Park, Wyoming, and Montana are visible. The station continues over the Great Lakes and the Eastern Provinces of Canada.

The Ariane Transfer Vehicle (ATV) system studies

NASA Astrophysics Data System (ADS)

Thomas, U.; Thirkettle, A.

1991-08-01

Two distinct concepts of the Ariane transfer vehicle (ATV) are compared which incorporate existing ATV technology and offer logistics delivery at competitive costs. One concept is based on the Ariane-5 upper stage and the Vehicle Equipment Bay, and the other does not include Ariane-5 functions so that existing upper-stage limitations can be eliminated. Both concepts are required to accomplish the same transport, rendezvous, and berthing maneuvers and allow for controlled destructive reentry. An ATV reference mission is outlined, and key ATV design drivers are listed which include safety requirements, debris protection, and propulsion criteria. The Ariane-5 upgrade is the most cost-effective design although the second design is more operationally efficient. The ATV can potentially be used to relieve the schedule of the shuttle flights required for building the Space Station Freedom.

Probabilistic Structural Health Monitoring of the Orbiter Wing Leading Edge

NASA Technical Reports Server (NTRS)

Yap, Keng C.; Macias, Jesus; Kaouk, Mohamed; Gafka, Tammy L.; Kerr, Justin H.

2011-01-01

A structural health monitoring (SHM) system can contribute to the risk management of a structure operating under hazardous conditions. An example is the Wing Leading Edge Impact Detection System (WLEIDS) that monitors the debris hazards to the Space Shuttle Orbiter s Reinforced Carbon-Carbon (RCC) panels. Since Return-to-Flight (RTF) after the Columbia accident, WLEIDS was developed and subsequently deployed on board the Orbiter to detect ascent and on-orbit debris impacts, so as to support the assessment of wing leading edge structural integrity prior to Orbiter re-entry. As SHM is inherently an inverse problem, the analyses involved, including those performed for WLEIDS, tend to be associated with significant uncertainty. The use of probabilistic approaches to handle the uncertainty has resulted in the successful implementation of many development and application milestones.

Use of the 4D-Global Reference Atmosphere Model (GRAM) for space shuttle descent design

NASA Technical Reports Server (NTRS)

Mccarty, S. M.

1987-01-01

The method of using the Global Reference Atmosphere Model (GRAM) mean and dispersed atmospheres to study skipout/overshoot requirements, to characterize mean and worst case vehicle temperatures, study control requirements, and verify design was discussed. Landing sites in these analyses range from 65 N to 30 S, while orbit inclinations vary from 20 deg to 98 deg. The primary concern was that they cannot use as small vertical steps in the reentry calculation as desired because the model predicts anomalously large density shear rates for very small vertical step sizes. The winds predicted by the model are not satisfactory. This is probably because they are geostrophic winds and because the model has an error in the computation of winds in the equatorial regions.

A Horizontal Take-off and Landing satellite launcher or aerospace plane (HOTOL)

NASA Astrophysics Data System (ADS)

Conchie, P. J.

1985-09-01

An assessment is made of the technology readiness and typical mission profile of a Horizontal Takeoof and Landing (HOTOL) single-stage satellite launch vehicle for 1990s deployment. HOTOL would employ H2-fueled air-breathing propulsion for the first stage of its ascent to low earth orbit through the lower portions of the atmosphere; it would then switch to H2-fueled rocket engines using liquid oxygen from internal tanks for exoatmospheric flight and orbit insertion. Mission cost comparisons are made with alternative launch vehicle design options. HOTOL is approximately the same size as the Concorde SST, and will weigh so much less than the current Space Shuttle as to significantly reduce reentry speeds and temperatures, obviating ceramic insulation systems for the primary structure.

Development of the CLAES instrument aperture door system

NASA Technical Reports Server (NTRS)

Stubbs, D. M.

1990-01-01

The design, assembly, and test processes followed in developing a space-qualified aperture door system are described. A blackbody calibration source is mounted inside the door, requiring the assembly to open and close a minimum of 150 cycles for instrument recalibration. Within the door system are four separate mechanisms, three of which are redundant; a pyro launch latch, a hinge bearing assembly, and a pair of pivot mechanisms. Decoupling devices within the pivot mechanisms allow an active drive unit to automatically overdrive a failed drive unit. The door is also stowable for possible Shuttle retrieval and re-entry. Illustrations and photographs of the flight hardware help acquaint the reader with the design. The aim is to pass on lessons learned in all phases of developing this spaceflight mechanism.

Development of techniques and associated instrumentation for high temperature emissivity measurements

NASA Technical Reports Server (NTRS)

Cunnington, G. R.; Funai, A. I.

1972-01-01

The progress during the sixth quarterly period is reported on construction and assembly of a test facility to determine the high temperature emittance properties of candidate thermal protection system materials for the space shuttle. This facility will provide simulation of such reentry environment parameters as temperature, pressure, and gas flow rate to permit studies of the effects of these parameters on the emittance stability of the materials. Also reported are the completed results for emittance tests on a set of eight Rene 41 samples and one anodized titanium alloy sample which were tested at temperatures up to 1600 F in vacuum. The data includes calorimetric determinations of total hemispherical emittance, radiometric determinations of total and spectral normal emittance, and pre- and post-test room temperature reflectance measurements.

GOCE Re-Entry Predictions for the Italian Civil Protection Authorities

NASA Astrophysics Data System (ADS)

Pardini, Carmen; Anselmo, Luciano

2015-03-01

The uncommon nature of the GOCE reentry campaign, sharing an uncontrolled orbital decay with a finely controlled attitude along the atmospheric drag direction, made the reentry predictions for this satellite an interesting case study, especially because nobody was able to say a priori if and when the attitude control would have failed, leading to an unrestrained tumbling and a sudden variation of the orbital decay rate. As in previous cases, ISTI/CNR was in charge of reentry predictions for the Italian civil protection authorities, monitoring also the satellite decay in the frame of an international reentry campaign promoted by the Inter-Agency Space Debris Coordination Committee (IADC). Due to the peculiar nature of the GOCE reentry, the definition of reliable uncertainty windows was not easy, especially considering the critical use of this information for civil protection evaluations. However, after an initial period of test and analysis, reasonable and conservative criteria were elaborated and applied, with good and consistent results through the end of the reentry campaign. In the last three days of flight, reentries were simulated over Italy to obtain quite accurate ground tracks, debris swaths and air space crossing time windows associated with the critical passes over the national territory still included in the global uncertainty windows.

Potential application of X-ray communication through a plasma sheath encountered during spacecraft reentry into earth's atmosphere

NASA Astrophysics Data System (ADS)

Li, Huan; Tang, Xiaobin; Hang, Shuang; Liu, Yunpeng; Chen, Da

2017-03-01

Rapid progress in exploiting X-ray science has fueled its potential application in communication networks as a carrier wave for transmitting information through a plasma sheath during spacecraft reentry into earth's atmosphere. In this study, we addressed the physical transmission process of X-rays in the reentry plasma sheath and near-earth space theoretically. The interactions between the X-rays and reentry plasma sheath were investigated through the theoretical Wentzel-Kramers-Brillouin method, and the Monte Carlo simulation was employed to explore the transmission properties of X-rays in the near-earth space. The simulation results indicated that X-ray transmission was not influenced by the reentry plasma sheath compared with regular RF signals, and adopting various X-ray energies according to different spacecraft reentry altitudes is imperative when using X-ray uplink communication especially in the near-earth space. Additionally, the performance of the X-ray communication system was evaluated by applying the additive white Gaussian noise, Rayleigh fading channel, and plasma sheath channel. The Doppler shift, as a result of spacecraft velocity changes, was also calculated through the Matlab Simulink simulation, and various plasma sheath environments have no significant influence on X-ray communication owing to its exceedingly high carrier frequency.

Risk Assessment During the Final Phase of an Uncontrolled Re-Entry

NASA Astrophysics Data System (ADS)

Gaudel, A.; Hourtolle, C.; Goester, J. F.; Fuentes, N.

2013-09-01

As French National Space Agency, CNES is empowered to monitor compliance with technical regulations of the French Space Operation Act, FSOA, and to take all necessary measures to ensure the safety of people, property, public health and environment for all space operations involving French responsibility at international level.Therefore, CNES developed ELECTRA that calculates the risk for ground population involved in three types of events: rocket launching, controlled re-entry and uncontrolled re-entry. For the first two cases, ELECTRA takes into account degraded cases due to a premature stop of propulsion.Major evolutions were implemented recently on ELECTRA to meet new users' requirements, like the risk assessment during the final phase of uncontrolled re-entry, that can be combined with the computed risk for each country involved by impacts.The purpose of this paper is to provide an overview of the ELECTRA method and main functionalities, and then to highlight these recent improvements.

Pico Reentry Probes: Affordable Options for Reentry Measurements and Testing

NASA Technical Reports Server (NTRS)

Ailor, William H.; Kapoor, Vinod B.; Allen, Gay A., Jr.; Venkatapathy, Ethiraj; Arnold, James O.; Rasky, Daniel J.

2005-01-01

It is generally very costly to perform in-space and atmospheric entry experiments. This paper presents a new platform - the Pico Reentry Probe (PREP) - that we believe will make targeted flight-tests and planetary atmospheric probe science missions considerably more affordable. Small, lightweight, self-contained, it is designed as a "launch and forget" system, suitable for experiments that require no ongoing communication with the ground. It contains a data recorder, battery, transmitter, and user-customized instrumentation. Data recorded during reentry or space operations is returned at end-of-mission via transmission to Iridium satellites (in the case of earth-based operations) or a similar orbiting communication system for planetary missions. This paper discusses possible applications of this concept for Earth and Martian atmospheric entry science. Two well-known heritage aerodynamic shapes are considered as candidates for PREP: the shape developed for the Planetary Atmospheric Experiment Test (PAET) and that for the Deep Space II Mars Probe.

Intermediate experimental vehicle, ESA program aerodynamics-aerothermodynamics key technologies for spacecraft design and successful flight

NASA Astrophysics Data System (ADS)

Dutheil, Sylvain; Pibarot, Julien; Tran, Dac; Vallee, Jean-Jacques; Tribot, Jean-Pierre

2016-07-01

With the aim of placing Europe among the world's space players in the strategic area of atmospheric re-entry, several studies on experimental vehicle concepts and improvements of critical re-entry technologies have paved the way for the flight of an experimental space craft. The successful flight of the Intermediate eXperimental Vehicle (IXV), under ESA's Future Launchers Preparatory Programme (FLPP), is definitively a significant step forward from the Atmospheric Reentry Demonstrator flight (1998), establishing Europe as a key player in this field. The IXV project objectives were the design, development, manufacture and ground and flight verification of an autonomous European lifting and aerodynamically controlled reentry system, which is highly flexible and maneuverable. The paper presents, the role of aerodynamics aerothermodynamics as part of the key technologies for designing an atmospheric re-entry spacecraft and securing a successful flight.

78 FR 72011 - Interpretation Concerning Involvement of NASA Astronauts During a Licensed Launch or Reentry

Federal Register 2010, 2011, 2012, 2013, 2014

2013-12-02

... DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 460 Interpretation Concerning Involvement of NASA Astronauts During a Licensed Launch or Reentry AGENCY: Federal Aviation...\\ Human Space Flight Requirements Final Rule, 71 FR at 75618. As can be seen, the FAA's concern with space...

Reentry survivability modeling

NASA Astrophysics Data System (ADS)

Fudge, Michael L.; Maher, Robert L.

1997-10-01

Statistical methods for expressing the impact risk posed to space systems in general [and the International Space Station (ISS) in particular] by other resident space objects have been examined. One of the findings of this investigation is that there are legitimate physical modeling reasons for the common statistical expression of the collision risk. A combination of statistical methods and physical modeling is also used to express the impact risk posed by re-entering space systems to objects of interest (e.g., people and property) on Earth. One of the largest uncertainties in the expressing of this risk is the estimation of survivable material which survives reentry to impact Earth's surface. This point was recently demonstrated in dramatic fashion by the impact of an intact expendable launch vehicle (ELV) upper stage near a private residence in the continental United States. Since approximately half of the missions supporting ISS will utilize ELVs, it is appropriate to examine the methods used to estimate the amount and physical characteristics of ELV debris surviving reentry to impact Earth's surface. This paper examines reentry survivability estimation methodology, including the specific methodology used by Caiman Sciences' 'Survive' model. Comparison between empirical results (observations of objects which have been recovered on Earth after surviving reentry) and Survive estimates are presented for selected upper stage or spacecraft components and a Delta launch vehicle second stage.

Simulated Reentry Heating by Torching

NASA Technical Reports Server (NTRS)

Harvey, Gale A.

2008-01-01

The two first order reentry heating parameters are peak heating flux (W/cm2) and peak heat load (kJ/cm2). Peak heating flux (and deceleration, gs) is higher for a ballistic reentry and peak heat load is higher for a lifting reentry. Manned vehicle reentries are generally lifting reentries at nominal 1-5 gs so that personnel will not be crushed by high deceleration force. A few off-nominal manned reentries have experienced 8 or more gs with corresponding high heating flux (but below nominal heat load). The Shuttle Orbiter reentries provide about an order of magnitude difference in peak heating flux at mid-bottom (TPS tiles, approximately 6 W/cm2 or 5 BTU/ft2- sec) and leading edge (RCC, approximately 60 W/cm2 or 50 BTU/ft2- sec). Orion lunar return and Mars sample lander are of the same order of magnitude as orbiter leading edge peak heat loads. Flight temperature measurements are available for some orbiter TPS tile and RCC locations. Return-to-Flight on-orbit tile-repair-candidate-material-heating performance was evaluated by matching propane torch heating of candidate-materials temperatures at several depths to orbiter TPS tile flight-temperatures. Char and ash characteristics, heat expansion, and temperature histories at several depths of the cure-in-place ablator were some of the TPS repair material performance characteristics measured. The final char surface was above the initial surface for the primary candidate (silicone based) material, in contrast to a receded surface for the Apollo-type ablative heat shield material. Candidate TPS materials for Orion CEV (LEO and lunar return), and for Mars sample lander are now being evaluated. Torching of a candidate ablator material, PICA, was performed to match the ablation experienced by the STARDUST PICA heat shield. Torching showed that the carbon fiberform skeleton in a sample of PICA was inhomogeneous in that sample, and allowed measurements (of the clumps and voids) of the inhomogeneity. Additional reentry heating-performance characterizations of high temperature insulation materials were performed.

A worker attaches covers for the nose pitot boom before removing the unpiloted X-40 from the runway

NASA Technical Reports Server (NTRS)

2001-01-01

A worker attaches covers for the nose pitot boom before removing the unpiloted X-40 from the runway at Edwards Air Force Base, California, following its successful free-flight on March 14, 2001. The unpiloted X-40 is a risk-reduction vehicle for the X-37, which is intended to be a reusable space vehicle. NASA's Marshall Space Flight Center in Huntsville, Ala, manages the X-37 project. At Dryden, the X-40A underwent a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound. The X-37, carried into orbit by the Space Shuttle, is planned to fly two orbital missions to test reusable launch vehicle technologies.

In-Flight Subsonic Lift and Drag Characteristics Unique to Blunt-Based Lifting Reentry Vehicles

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.; Wang, K. Charles; Iliff, Kenneth W.

2007-01-01

Lift and drag measurements have been analyzed for subsonic flight conditions for seven blunt-based reentry-type vehicles. Five of the vehicles are lifting bodies (M2-F1, M2-F2, HL-10, X-24A, and X-24B) and two are wing-body configurations (the X-15 and the Space Shuttle Enterprise). Base pressure measurements indicate that the base drag for full-scale vehicles is approximately three times greater than predicted by Hoerner's equation for three-dimensional bodies. Base drag and forebody drag combine to provide an optimal overall minimum drag (a drag "bucket") for a given configuration. The magnitude of this optimal drag, as well as the associated forebody drag, is dependent on the ratio of base area to vehicle wetted area. Counter-intuitively, the flight-determined optimal minimum drag does not occur at the point of minimum forebody drag, but at a higher forebody drag value. It was also found that the chosen definition for reference area for lift parameters should include the projection of planform area ahead of the wing trailing edge (i.e., forebody plus wing). Results are assembled collectively to provide a greater understanding of this class of vehicles than would occur by considering them individually.

X-40A Free Flight #5

NASA Technical Reports Server (NTRS)

2001-01-01

X-40A Free Flight #5. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, proved the capability of an autonomous flight control and landing system in a series of glide flights at NASA's Dryden Flight Research Center in California. NASA's Marshall Space Flight Center in Huntsville, Alabama, manages the X-37 project. At Dryden, the X-40A underwent a series of ground and air tests to reduce possible risks to the larger X-37, including drop tests from a helicopter to check guidance and navigation systems planned for use in the X-37. The X-37 is designed to demonstrate technologies in the orbital and reentry environments for next-generation reusable launch vehicles that will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000 per pound. The X-37, carried into orbit by the Space Shuttle, is planned to fly two orbital missions to test reusable launch vehicle technologies.

Superalloy Foams for Aeroshell Applications

NASA Technical Reports Server (NTRS)

Gayda, John; Padula, Santo, II

2001-01-01

Current thermal protection systems for reentry from space, such as that employed on the space shuttle, rely on ceramic tiles with ultra-low conductivity. These materials provide excellent thermal protection but are extremely fragile, easily degraded by environmental attack, and carry no structural loads. Future thermal protection systems being proposed in NASAs MITAS Program will attempt to combine thermal protection with improved durability and structural capability without significant increases in vehicle weight. This may be accomplished by combining several materials in a layered structure to obtain the desired function for aeroshell applications. One class of materials being considered for inclusion in this concept are high temperature metal foam. The objective of this paper was to fabricate low density, superalloy foams and conduct limited testing to evaluate their thermal and structural capabilities. Superalloys were chosen for evaluation as they possesses good strength and excellent environmental endurance over a wide range of temperatures. Utilizing superalloys as low density foams, with porosity contents greater than 90%, minimizes weight and thermal conductivity.

Vacuum/Zero Net-Gravity Application for On-Orbit TPS Tile Repair

NASA Technical Reports Server (NTRS)

Harvey, Gale A.; Humes, Donald H.; Siochi, Emilie J.

2004-01-01

The Orbiter Columbia catastrophically failed during reentry February 1, 2003. All space Shuttle flights were suspended, including logistics support for the International Space Station. NASA LaRC s Structures and Materials Competency is performing characterizations of candidate materials for on-orbit repair of orbiter Thermal Protection System (TPS) tiles to support Return-to-Flight activities led by JSC. At least ten materials properties or attributes (adhesion to damage site, thermal protection, char/ash strength, thermal expansion, blistering, flaming, mixing ease, application in vacuum and zero gravity, cure time, shelf or storage life, and short-term outgassing and foaming) of candidate materials are of interest for on-orbit repair. This paper reports application in vacuum and zero net-gravity (for viscous flow repair materials). A description of the test apparatus and preliminary results of several candidate materials are presented. The filling of damage cavities is different for some candidate repair materials in combined vacuum and zero net-gravity than in either vacuum or zero net- gravity alone.

Techniques and Tools of NASA's Space Shuttle Columbia Accident Investigation

NASA Technical Reports Server (NTRS)

McDanels, Steve J.

2005-01-01

The Space Shuttle Columbia accident investigation was a fusion of many disciplines into a single effort. From the recovery and reconstruction of the debris, Figure 1, to the analysis, both destructive and nondestructive, of chemical and metallurgical samples, Figure 2, a multitude of analytical techniques and tools were employed. Destructive and non-destructive testing were utilized in tandem to determine if a breach in the left wing of the Orbiter had occurred, and if so, the path of the resultant high temperature plasma flow. Nondestructive analysis included topometric scanning, laser mapping, and real-time radiography. These techniques were useful in constructing a three dimensional virtual representation of the reconstruction project, specifically the left wing leading edge reinforced carbon/carbon heat protectant panels. Similarly, they were beneficial in determining where sampling should be performed on the debris. Analytic testing included such techniques as Energy Dispersive Electron Microprobe Analysis (EMPA), Electron Spectroscopy Chemical Analysis (ESCA), and X-Ray dot mapping; these techniques related the characteristics of intermetallics deposited on the leading edge of the left wing adjacent to the location of a suspected plasma breach during reentry. The methods and results of the various analyses, along with their implications into the accident, are discussed, along with the findings and recommendations of the Columbia Accident Investigation Board. Likewise, NASA's Return To Flight efforts are highlighted.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance workers Dan Kenna and Jim Landy prepare to examine a Reinforced Carbon Carbon panel using flash thermography. Attached to the leading edge of the wing of the orbiters, the gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-09

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance workers Dan Kenna and Jim Landy prepare to examine a Reinforced Carbon Carbon panel using flash thermography. Attached to the leading edge of the wing of the orbiters, the gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt (above) finishes installing a Reinforced Carbon Carbon (RCC) panel to the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-08

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt (above) finishes installing a Reinforced Carbon Carbon (RCC) panel to the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance workers Mike Hyatt (above), Saul Ngy (right) and Jerry Belt (below) install a Reinforced Carbon Carbon (RCC) panel to the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-08

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance workers Mike Hyatt (above), Saul Ngy (right) and Jerry Belt (below) install a Reinforced Carbon Carbon (RCC) panel to the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt (above) completes installation of a Reinforced Carbon Carbon (RCC) panel onto the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-05

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt (above) completes installation of a Reinforced Carbon Carbon (RCC) panel onto the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt looks over a Reinforced Carbon Carbon (RCC) panel that will be attached to the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-08

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance worker Mike Hyatt looks over a Reinforced Carbon Carbon (RCC) panel that will be attached to the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance workers Mike Hyatt (above) and Saul Ngy (below right) finish installing a Reinforced Carbon Carbon (RCC) panel to the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-09-08

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, United Space Alliance workers Mike Hyatt (above) and Saul Ngy (below right) finish installing a Reinforced Carbon Carbon (RCC) panel to the leading edge of the wing of the orbiter Atlantis. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

A Simple Space Station Rescue Vehicle

NASA Technical Reports Server (NTRS)

Petro, Andrew

1995-01-01

Early in the development of the Space Station it was determined that there is a need to have a vehicle which could be used in the event that the Space Station crew need to quickly depart and return to Earth when the Space Shuttle is not available. Unplanned return missions might occur because of a medical emergency, a major Space Station failure, or if there is a long-term interruption in the delivery of logistics to the Station. The rescue vehicle ms envisioned as a simple capsule-type spacecraft which would be maintained in a dormant state at the Station for several years and be quickly activated by the crew when needed. During the assembly phase for the International Space Station, unplanned return missions will be performed by the Russian Soyuz vehicle, which can return up to three people. When the Station assembly is complete there will be a need for rescue capability for up to six people. This need might be met by an additional Soyuz vehicle or by a new vehicle which might come from a variety of sources. This paper describes one candidate concept for a Space Station rescue vehicle. The proposed rescue vehicle design has the blunt-cone shape of the Apollo command module but with a larger diameter. The rescue vehicle would be delivered to the Station in the payload bay of the Space Shuttle. The spacecraft design can accommodate six to eight people for a one-day return mission. All of the systems for the mission including deorbit propulsion are contained within the conical spacecraft and so there is no separate service module. The use of the proven Apollo re-entry shape would greatly reduce the time and cost for development and testing. Other aspects of the design are also intended to minimize development cost and simplify operations. This paper will summarize the evolution of rescue vehicle concepts, the functional requirements for a rescue vehicle, and describe the proposed design.

78 FR 29428 - Office of Commercial Space Transportation; Notice of Availability of a Record of Decision (ROD...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-05-20

... Martin Corporation for the Reentry of the Orion Multi-Purpose Crew Vehicle (MPCV) From Earth Orbit to a... reentry license to Lockheed Martin Corporation for the reentry of the Orion MPCV from Earth orbit to a.... SUPPLEMENTARY INFORMATION: The potential environmental consequences of the Orion MPCV reentering the Earth's...

X-38 vehicle #131R during landing on first free flight

NASA Technical Reports Server (NTRS)

2000-01-01

The latest version of the X-38, V-131R, touches down on Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center at Edwards, California, at the end of its first free flight under a giant parafoil on Nov. 2, 2000. The X-38 prototypes are intended to perfect technology for a planned Crew Return Vehicle (CRV) 'lifeboat' to carry a crew to safety in the event of an emergency on the International Space Station. Free-flight tests of X-38 V-131R are evaluating upgraded avionics and control systems and the aerodynamics of the modified upper body, which is more representative of the final design of the CRV than the two earlier X-38 test craft, including a simulated hatch atop the body. The huge 7,500 square-foot parafoil will enable the CRV to land in the length of a football field after returning from space. The first three X-38's are air-launched from NASA's venerable NB-52B mother ship, while the last version, V-201, will be carried into space by a Space Shuttle and make a fully autonomous re-entry and landing.

X-38 vehicle #131R in first free flight

NASA Image and Video Library

2000-11-02

The third iteration of the X-38, V-131R, glides down under a giant parafoil towards a landing on Rogers Dry Lake near NASAÕs Dryden Flight Research Center during its first free flight Nov. 2, 2000. The X-38 prototypes are intended to perfect technology for a planned Crew Return Vehicle (CRV) ÒlifeboatÓ to carry a crew to safety in the event of an emergency on the International Space Station. Free-flight tests of X-38 V-131R are evaluating upgraded avionics and control systems and the aerodynamics of the modified upper body, which is more representative of the final design of the CRV than the two earlier X-38 test craft, including a simulated hatch atop the body. The huge 7,500 square-foot parafoil will enable the CRV to land in the length of a football field after returning from space. The first three X-38Õs are air-launched from NASAÕs venerable NB-52B mother ship, while the last version, V-201, will be carried into space by a Space Shuttle and make a fully autonomous re-entry and landing.

X-38 vehicle #131R during landing on first free flight

NASA Image and Video Library

2000-11-02

The latest version of the X-38, V-131R, touches down on Rogers Dry Lake adjacent to NASAÕs Dryden Flight Research Center at Edwards, California, at the end of its first free flight under a giant parafoil on Nov. 2, 2000. The X-38 prototypes are intended to perfect technology for a planned Crew Return Vehicle (CRV) ÒlifeboatÓ to carry a crew to safety in the event of an emergency on the International Space Station. Free-flight tests of X-38 V-131R are evaluating upgraded avionics and control systems and the aerodynamics of the modified upper body, which is more representative of the final design of the CRV than the two earlier X-38 test craft, including a simulated hatch atop the body. The huge 7,500 square-foot parafoil will enable the CRV to land in the length of a football field after returning from space. The first three X-38Õs are air-launched from NASAÕs venerable NB-52B mother ship, while the last version, V-201, will be carried into space by a Space Shuttle and make a fully autonomous re-entry and landing.

An evaluation of Shuttle Entry Air Data System (SEADS) flight pressures - Comparisons with wind tunnel and theoretical predictions

NASA Technical Reports Server (NTRS)

Henry, M. W.; Wolf, H.; Siemers, Paul M., III

1988-01-01

The SEADS pressure data obtained from the Shuttle flight 61-C are analyzed in conjunction with the preflight database. Based on wind tunnel data, the sensitivity of the Shuttle Orbiter stagnation region pressure distribution to angle of attack and Mach number is demonstrated. Comparisons are made between flight and wind tunnel SEADS orifice pressure distributions at several points throughout the re-entry. It is concluded that modified Newtonian theory provides a good tool for the design of a flush air data system, furnishing data for determining orifice locations and transducer sizing. Ground-based wind tunnel facilities are capable of providing the correction factors necessary for the derivation of accurate air data parameters from pressure data.

Transformational Technologies to Expedite Space Access and Development

NASA Astrophysics Data System (ADS)

Rather, John D. G.

2010-01-01

Throughout history the emergence of new technologies has enabled unforeseen breakthrough capabilities that rapidly transformed the world. Some global examples from the twentieth century include AC electric power, nuclear energy, and turbojet engines. At the systems level, success of both Apollo and the Space Shuttle programs depended upon taming hydrogen propulsion and developing high-temperature atmospheric reentry materials. Human space development now is stymied because of a great need for breakthrough technologies and strategies. It is believed that new capabilities exist within the present states-of-the-art of superconducting technology that can be implemented to transform the future of human space development. This paper is an overview of three other papers presented within this forum, which summarizes the principles and consequences of StarTram, showing how the resulting breakthrough advantages can lead directly to safe space tourism and massive development of the moon, Mars and the outer solar system. StarTram can implement cost-effective solar power from space, simple utilization of asteroid material to protect humans from ionizing radiation, and effective defense of the Earth from devastating cosmic impacts. Synergistically, StarTram technologies will revolutionize ground transportation on the Earth, leading to enormous reduction in energy consumption and creation of millions of jobs. High energy lasers will also be discussed because of their importance to power beaming applications.

Experimental Study Of SHEFEX II Hypersonic Aerodynamics And Canard Efficiency In H2K

NASA Astrophysics Data System (ADS)

Neeb, D.; Gulhan, A.

2011-05-01

One main objective of the DLR SHEFEX programme is to prove that sharp edged vehicles are capable of performing a re-entry into earth atmosphere by using a simple thermal protection system consisting of flat ceramic tiles. In comparison to blunt nose configurations like the Space shuttle, which are normally used for re-entry configurations, the SHEFEX TPS design is able to significantly reduce the costs and complexity of TPS structures and simultaneously increase the aerodynamic performance of the flight vehicle [1], [2]. To study its characteristics and perform several defined in-flight experiments during re-entry, the vehicle’s attitude will be controlled actively by canards [3]. In the framework of the SHEFEX II project an experimental investigation has been conducted in the hypersonic wind tunnel H2K to characterize the aerodynamic performance of the vehicle in hypersonic flow regime. The model has a modular design to enable the study of a variety of different influencing parameters. Its 4 circumferential canards have been made independently adjustable to account for the simulation of different manoeuvre conditions. To study the control behaviour of the vehicle and validate CFD data, a variation of canard deflections, angle of attack and angle of sideslip have been applied. Tests have been carried out at Mach 7 and 8.7 with a Reynolds number sensitivity study at the lower Mach number. The model was equipped with a six component internal balance to realize accurate coefficient measurements. The flow topology has been analyzed using Schlieren images. Beside general aerodynamic performance and canard efficiencies, flow phenomena like shock impingement on the canards could be determined by Schlieren images as well as by the derived coefficients.

Astronaut Thermal Exposure: Re-Entry After Low Earth Orbit Rescue Mission

NASA Technical Reports Server (NTRS)

Gillis, David B.; Hamilton, Douglas; Ilcus, Stana; Stepaniak, Phil; Son, Chang; Bue, Grant

2009-01-01

The STS-125 mission, launched May 11, 2009, is the final servicing mission to the Hubble Space Telescope. The repair mission's EVA tasks are described, including: installing a new wide field camera; installing the Cosmic Origins Spectrograph; repairing the Space Telescope Imaging Spectrograph; installing a new outer blanket layer; adding a Soft Capture and Rendezvous System for eventual controlled deorbit in about 2014; replacing the 'A' side Science Instrument Command and Data Handling module; repairing the Advanced Camera for surveys; and, replacing the rate sensor unit gyroscopes, fine guidance sensors and 3 batteries. Additionally, the Shuttle crew cabin thermal environment is described. A CFD model of per person CO2 demonstrates a discrepancy between crew breathing volume and general mid-deck levels of CO2. A follow-on CFD analysis of the mid-deck temperature distribution is provided. Procedural and engineering mitigation plans are presented to counteract thermal exposure upon reentry to the Earth atmosphere. Some of the procedures include: full cold soak the night prior to deorbit; modifying deck stowage to reduce interference with air flow; and early securing of avionics post-landing to reduce cabin thermal load prior to hatch opening. Engineering mitigation activities include modifying the location of the aft starboard ICUs, eliminating the X3 stack and eliminating ICU exhaust air directed onto astronauts; improved engineering data of ICU performance; and, verifying the adequacy of mid-deck temperature control using CFD models in addition to lumped parameter models. Post-mitigation CFD models of mid-deck temperature profiles and distribution are provided.

Research on the adaptation of skeletal muscle to hypogravity: Past and future directions

NASA Astrophysics Data System (ADS)

Riley, D. A.; Ellis, S.

Our current understanding of hypogravity-induced atrophy of skeletal muscles is based primarily on studies comparing pre- and post-flight properties of muscles. Interpretations are necessarily qualified by the assumption that the stress of reentry and readjustment to terrestrial gravity do not alter the parameters being analyzed. The neuromuscular system is highly responsive to changes in functional demands and capable of rapid adaptation, making this assumption questionable. A reexamination of the changes in the connective tissue and synaptic terminals of soleus muscles from rats orbited in biosatellites and sampled postflight indicates that these structural alterations represent adaptative responses of the atrophic muscles to the increased workload of returning to 1 G, rather than hypogravity per se. The atrophy of weightlessness is postulated to result because muscles are both underloaded and used less often. Proper testing of this hypothesis requires quantitation of muscle function by monitoring electromyography, force output and length changes during the flight. Experiments conducted in space laboratories, like those being developed for the Space Shuttle, will avoid the complications of reentry before tissue sampling and allow time course studies of the rate of development of adaptive changes to zero gravity. Another area of great importance for future studies of muscle atrophy is inflight measurement of plasma levels of hormones and tissue receptor levels. Glucocorticoids, thyroid hormone and insulin exert dramatic regulatory influences on muscle structure. Prevention of neuromuscular atrophy becomes increasingly more important as spaceflights increase in duration. Definition of the atrophic mechanism is essential to developing means of preventing neuromuscular atrophy.

Design and evaluation of an electromagnetic beam waveguide for measuring electrical properties of materials

NASA Technical Reports Server (NTRS)

Bailey, M. C.

1994-01-01

A beam waveguide was designed that is based upon the propagation characteristics of the fundamental Gaussian beam and the focusing properties of spherical dielectric lenses. The 20-GHz, two-horn, four-lens system was constructed and experimentally evaluated by probing the field in a plane perpendicular to the beam axis at the center of the beam waveguide system. The critical parameters were determined by numerical sensitivity studies, and the lens-horn critical spacing was adjusted to better focus the beam at the probe plane. The measured performance was analyzed by consideration of higher order Gaussian-Laguerre beam modes. The beam waveguide system was successfully used in the measurements of the electromagnetic transmission properties of Shuttle thermal-protection tiles while the tile surface was being heated to reentry-level temperatures with a high-power laser.