X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' is seen here undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Artist Concept of X-43A/Hyper-X Hypersonic Experimental Research Vehicle in Flight

NASA Technical Reports Server (NTRS)

1998-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X and Pegasus Launch Vehicle: A Three-Foot Model of the Hypersonic Experimental Research Vehic

NASA Technical Reports Server (NTRS)

1997-01-01

A close-up view of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, portion of a three-foot-long model of the vehicle/booster combination at NASA's Dryden Flight Research Center, Edwards, California. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X and Pegasus Launch Vehicle: A Three-Foot Model of the Hypersonic Experimental Research Vehic

NASA Technical Reports Server (NTRS)

1997-01-01

The configuration of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, attached to a Pegasus launch vehicle is displayed in this side view of a three-foot-long model of the vehicle/booster combination at NASA's Dryden Flight Research Center, Edwards, California. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A Hypersonic Experimental Vehicle - Artist Concept in Flight

NASA Technical Reports Server (NTRS)

1999-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Research Vehicle - Artist Concept in Flight

NASA Technical Reports Server (NTRS)

1997-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X and Pegasus Launch Vehicle: A Three-Foot Model of the Hypersonic Experimental Research Vehic

NASA Technical Reports Server (NTRS)

1997-01-01

The configuration of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, attached to a Pegasus launch vehicle is displayed in this three-foot-long model at NASA's Dryden Flight Research Center, Edwards, California. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' carefully packed in a protective shipping framework, is unloaded from a container after its arrival at NASA's Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Top Rear View

NASA Technical Reports Server (NTRS)

1996-01-01

This aft-quarter model view of NASA's X-43A 'Hyper-X' or Hypersonic Experimental Vehicle shows its sleek, geometric design. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

A close-up of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

A head-on view of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows a close-up, rear view of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California in December 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' is seen here undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California in December 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A Undergoing Controlled Radio Frequency Testing in the Benefield Anechoic Facility at Edwards Ai

NASA Technical Reports Server (NTRS)

2000-01-01

The X-43A Hypersonic Experimental (Hyper-X) Vehicle hangs suspended in the cavernous Benefield Aenechoic Facility at Edwards Air Force Base during radio frequency tests in January 2000. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Side View

NASA Technical Reports Server (NTRS)

1996-01-01

A side-view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Front View

NASA Technical Reports Server (NTRS)

1996-01-01

A front view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Top Front View

NASA Technical Reports Server (NTRS)

1996-01-01

A top front view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Side View

NASA Technical Reports Server (NTRS)

1996-01-01

Sleek lines are apparent in this side-view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Research Vehicle - Artist Concept Mounted on Pegasus Rocket Attached to B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

This artist's concept depicts the Hyper-X research vehicle riding on a booster rocket prior to being launched by the Dryden Flight Research Center's B-52 at about 40,000 feet. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Research Vehicle - Artist Concept in Flight with Scramjet Engine Firing

NASA Technical Reports Server (NTRS)

1997-01-01

This is an artist's depiction of a Hyper-X research vehicle under scramjet power in free-flight following separation from its booster rocket. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Computational Fluid Dynamics (CFD) Image of Hyper-X Research Vehicle at Mach 7 with Engine Operating

NASA Technical Reports Server (NTRS)

1997-01-01

This computational fluid dynamics (CFD) image shows the Hyper-X vehicle at a Mach 7 test condition with the engine operating. The solution includes both internal (scramjet engine) and external flow fields, including the interaction between the engine exhaust and vehicle aerodynamics. The image illustrates surface heat transfer on the vehicle surface (red is highest heating) and flowfield contours at local Mach number. The last contour illustrates the engine exhaust plume shape. This solution approach is one method of predicting the vehicle performance, and the best method for determination of vehicle structural, pressure and thermal design loads. The Hyper-X program is an ambitious series of experimental flights to expand the boundaries of high-speed aeronautics and develop new technologies for space access. When the first of three aircraft flies, it will be the first time a non-rocket engine has powered a vehicle in flight at hypersonic speeds--speeds above Mach 5, equivalent to about one mile per second or approximately 3,600 miles per hour at sea level. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

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.

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

NASA Image and Video Library

2001-03-14

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 will undergo 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.

X-40A on runway after Free Flight #2A

NASA Image and Video Library

2001-04-12

Second free-flight of the X-40A at the NASA Dryden Flight Research Center, on Edwards AFB, Calif., was made on Apr. 12, 2001. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, is proving the capability of an autonomous flight control and landing system in a series of glide flights at Edwards. The April 12 flight introduced complex vehicle maneuvers during the landing sequence. The X-40A was released from an Army Chinook helicopter flying 15,050 feet overhead. Ultimately, the unpiloted X-37 is intended as an orbital testbed and technology demonstrator, capable of landing like an airplane and being quickly serviced for a follow-up mission.

First flight at NASA's Dryden Flight Research Center for the X-40A was a 74 second glide from 15,000 feet on March 14, 2001

NASA Image and Video Library

2001-03-14

First flight at NASA's Dryden Flight Research Center for the X-40A was a 74 second glide from 15,000 feet 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 will undergo 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.

X-40A releasing from the strongback during Free Flight #2A. Both are attached by tether line to the CH-47

NASA Image and Video Library

2001-04-12

Second free-flight of the X-40A at the NASA Dryden Flight Research Center, on Edwards AFB, Calif., was made on Apr. 12, 2001. The unpowered X-40A, an 85 percent scale risk reduction version of the proposed X-37, is proving the capability of an autonomous flight control and landing system in a series of glide flights at Edwards. The April 12 flight introduced complex vehicle maneuvers during the landing sequence. The X-40A was released from an Army Chinook helicopter flying 15,050 feet overhead. Ultimately, the unpiloted X-37 is intended as an orbital testbed and technology demonstrator, capable of landing like an airplane and being quickly serviced for a follow-up mission.

The X-40A immediately after release from its harness suspended from a helicopter 15,000 feet above NASA's Dryden Flight Research Center at Edwards Air Force Base, California, on March 14, 2001

NASA Image and Video Library

2001-03-14

The X-40A immediately after release from its harness suspended from a helicopter 15,000 feet above NASA's Dryden Flight Research Center at Edwards Air Force Base, California, 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 will undergo 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.

X-33

NASA Image and Video Library

2004-04-15

This is an artist's concept of the completely operational International Space Station being approached by an X-33 Reusable Launch Vehicle (RLV). The X-33 program was designed to pave the way to a full-scale, commercially developed RLV as the flagship technology demonstrator for technologies that would lower the cost of access to space. It is unpiloted, taking off vertically like a rocket, reaching an altitude of up to 60 miles and speeds between Mach 13 and 15, and landing horizontally like an airplane. The X-33 program was cancelled in 2001.

Flight Test of the Engine Fuel Schedules of the X-43A Hyper-X Research Vehicles

NASA Technical Reports Server (NTRS)

Jones, Thomas

2006-01-01

The Hyper-X program flew two X-43A Hyper-X Research Vehicles (HXRVs) in 2004, referred to as Ship 2 and Ship 3. The scramjet engine of the X-43A research vehicle was autonomously controlled in flight to track a predetermined fueling schedule. Ship 2 flew at approximately Mach 7 and Ship 3 flew at approximately Mach 10.

Aerothermodynamic Reentry Flight Experiments - EXPERT

DTIC Science & Technology

2005-10-01

IXV ( PRE-X – USV ) 3. IN FLIGHT RESEARCH VEHICLES e.g. - SHARP B1, B2 FLIGHTS, HYSHOT, X43, - IRDT, PAET, RAMC, FIRE - MIRKA, EXPRESS, SHEFEX ...PRE-X – USV ) 3. IN FLIGHT RESEARCH VEHICLES e.g. - SHARP B1, B2 FLIGHTS, HYSHOT, X43, - IRDT, PAET, RAMC, FIRE - MIRKA, EXPRESS, SHEFEX , SFYFE...RESEARCH VEHICLES e.g. - SHARP B1, B2 FLIGHTS, HYSHOT, X43, - IRDT, PAET, RAMC, FIRE - MIRKA, EXPRESS, SHEFEX , SFYFE - EXPERT Hypersonic Flight

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

NASA Image and Video Library

2004-01-24

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

KSC-2009-1528

NASA Image and Video Library

2009-02-10

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center, a worker applies a window decal on the Ares I-X mock-up crew module. Ares I-X is the test flight for the Ares I. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I. The launch of full-scale Ares I-X, targeted for July 2009, will be the first in a series of unpiloted rocket launches from Kennedy. When fully developed, the 16-foot diameter crew module will furnish living space and reentry protection for the astronauts. Photo credit: NASA/Tim Jacobs

KSC-2009-1527

NASA Image and Video Library

2009-02-10

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center, a worker applies a window decal on the Ares I-X mock-up crew module. Ares I-X is the test flight for the Ares I. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I. The launch of full-scale Ares I-X, targeted for July 2009, will be the first in a series of unpiloted rocket launches from Kennedy. When fully developed, the 16-foot diameter crew module will furnish living space and reentry protection for the astronauts. Photo credit: NASA/Tim Jacobs

KSC-2009-1896

NASA Image and Video Library

2009-02-26

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center in Florida, a large overhead crane lowers the Ares I-X service module onto the service adapter. Workers check the precision of the connection. Ares I-X is the test flight for the Ares I. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I. The launch of the 327-foot-tall, full-scale Ares I-X, targeted for July 2009, will be the first in a series of unpiloted rocket launches from Kennedy. Photo credit: NASA/Tim Jacobs

KSC-2009-1893

NASA Image and Video Library

2009-02-26

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center in Florida, a large overhead crane lifts the Ares I-X service module, which will be mated to the service adapter in the bay. Ares I-X is the test flight for the Ares I. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I. The launch of the 327-foot-tall, full-scale Ares I-X, targeted for July 2009, will be the first in a series of unpiloted rocket launches from Kennedy. Photo credit: NASA/Tim Jacobs

KSC-2009-1892

NASA Image and Video Library

2009-02-26

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center in Florida, workers attach a large overhead crane to the Ares I-X service module, on the floor. The module will be lifted and mated to the service adapter. Ares I-X is the test flight for the Ares I. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I. The launch of the 327-foot-tall, full-scale Ares I-X, targeted for July 2009, will be the first in a series of unpiloted rocket launches from Kennedy. Photo credit: NASA/Tim Jacobs

NASA's Brad Neal, X-43A Monitor Station Operator aboard NASA's B-52B mothership, performing pre-flight checks on November 16, 2004

NASA Image and Video Library

2004-11-16

NASA X-43A Monitor Station Operator Brad Neal performs final checks and pre-flight preparations aboard the B-52 for the third X-43A research vehicle Mach 10 flight on November 16, 2004. Takeoff of the B-52B mothership carrying the X-43A took place at 1 p.m., PST, with launch of the booster rocket/X-43A approximately an hour later.

KSC-2009-1529

NASA Image and Video Library

2009-02-10

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center, the Ares I-X mock-up crew module displays the newly applied window decals. Ares I-X is the test flight for the Ares I. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I. The launch of full-scale Ares I-X, targeted for July 2009, will be the first in a series of unpiloted rocket launches from Kennedy. When fully developed, the 16-foot diameter crew module will furnish living space and reentry protection for the astronauts. Photo credit: NASA/Tim Jacobs

KSC-2009-1897

NASA Image and Video Library

2009-02-26

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center in Florida, the installation of the Ares I-X service module onto the service adapter, at right, is complete. At left is the simulator crew module. Ares I-X is the test flight for the Ares I. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I. The launch of the 327-foot-tall, full-scale Ares I-X, targeted for July 2009, will be the first in a series of unpiloted rocket launches from Kennedy. Photo credit: NASA/Tim Jacobs

Pegasus Rocket Booster Being Prepared for X-43A/Hyper-X Flight Test

NASA Image and Video Library

1999-08-25

A close-up view of the front end of a Pegasus rocket booster being prepared by technicians at the Dryden Flight Research Center for flight tests with the X-43A "Hypersonic Experimental Vehicle," or "Hyper-X." The X-43A, which will be attached to the Pegasus booster and drop launched from NASA's B-52 mothership, was developed to research dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

NASA's B-52B launch aircraft takes off carrying the third X-43A hypersonic research vehicle on a captive carry evaluation flight September 27, 2004

NASA Image and Video Library

2004-09-27

Attached to the same B-52B mothership that once launched X-15 research aircraft in the 1960s, NASA's third X-43A performed a captive carry evaluation flight from Edwards Air Force Base, California on September 27, 2004. The X-43 remained mated to the B-52 throughout this mission, intended to check its readiness for launch scheduled later in the fall.

X43 Hyper-X

NASA Image and Video Library

2004-02-11

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

B-52/Pegasus with X-43A departing on first captive flight.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

B-52/Pegasus with X-43A in flight over Pacific Ocean.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

Close view of B-52/Pegasus with X-43A in flight.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

B-52/Pegasus with X-43A landing after first captive carry flight.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

X-43A Flight Controls

NASA Technical Reports Server (NTRS)

Baumann, Ethan

2006-01-01

A viewgraph presentation detailing X-43A Flight controls at NASA Dryden Flight Research Center is shown. The topics include: 1) NASA Dryden, Overview and current and recent flight test programs; 2) Unmanned Aerial Vehicle Synthetic Aperture Radar (UAVSAR) Program, Program Overview and Platform Precision Autopilot; and 3) Hyper-X Program, Program Overview, X-43A Flight Controls and Flight Results.

NASA's B-52B launch aircraft takes off carrying the second X-43A hypersonic research vehicle attached to a modified Pegasus rocket, on March 27, 2004

NASA Image and Video Library

2004-03-27

The second X-43A hypersonic research aircraft and its modified Pegasus booster rocket left the runway, carried aloft by NASA's B-52B launch aircraft from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif., on March 27, 2004. About an hour later the Pegasus booster was launched from the B-52 to accelerate the X-43A to its intended speed of Mach 7.

NASA's B-52B launch aircraft takes off carrying the third X-43A hypersonic research vehicle attached to a modified Pegasus rocket, on November 16, 2004

NASA Image and Video Library

2004-11-16

The third X-43A hypersonic research aircraft and its modified Pegasus booster rocket left the runway, carried aloft by NASA's B-52B launch aircraft from the NASA Dryden Flight Research Center at Edwards Air Force Base, California, on November 16, 2004. About an hour later the Pegasus booster was launched from the B-52 to accelerate the X-43A to its intended speed of Mach 10.

X-43C Plans and Status

NASA Technical Reports Server (NTRS)

Moses, Paul L.

2003-01-01

X-43C Project is a hypersonic flight demonstration being executed as a collaboration between the National Aeronautics and Space Administration (NASA) and the United States Air Force (USAF). X-43C will expand the hypersonic flight envelope for air breathing engines beyond the history making efforts of the Hyper-X Program (X-43A). X-43C will demonstrate sustained accelerating flight during three flight tests of expendable X-43C Demonstrator Vehicles (DVs). The approximately 16-foot long X-43C DV will be boosted to the starting test conditions, separate from the booster, and accelerate from Mach 5 to Mach 7 under its own power and autonomous control. The DVs are to be powered by a liquid hydrocarbon-fueled, fuel-cooled, dual-mode, airframe integrated scramjet engine system developed under the USAF HyTech Program. The Project is managed by NASA Langley Research Center as part of NASA s Next Generation Launch Technology Program. Flight tests will be conducted by NASA Dryden Flight Research Center over water off the coast of California in the Pacific Test Range. The NASA/USAF/industry project is a natural extension of the Hyper-X Program (X-43A), which will demonstrate short duration ( 10 seconds) gaseous hydrogen-fueled scramjet powered flight at Mach 7 and Mach 10 using a heavyweight, largely heat sink construction, experimental engine. The X-43C Project will demonstrate sustained accelerating flight from Mach 5 to Mach 7 ( 4 minutes) using a flight-weight, fuel-cooled, scramjet engine powered by much denser liquid hydrocarbon fuel. The X-43C DV design flows from integrating USAF HyTech developed engine technologies with a NASA Air Breathing Launch Vehicle accelerator-class configuration and Hyper-X heritage vehicle systems designs. This paper describes the X-43C Project and provides background for NASA s current hypersonic flight demonstration efforts.

A modified Pegasus rocket drops away after release from NASA's B-52B before accelerating the X-43A over a Pacific Ocean test range on Nov. 16, 2004

NASA Image and Video Library

2004-11-16

The third X-43A hypersonic research aircraft and its modified Pegasus booster rocket drop away from NASA's B-52B launch aircraft over the Pacific Ocean on November 16, 2004. The mission originated from the NASA Dryden Flight Research Center at Edwards Air Force Base, California. Moments later the Pegasus booster ignited to accelerate the X-43A to its intended speed of Mach 10.

A modified Pegasus rocket drops steadily away after release from NASA's B-52B, before accelerating the X-43A over the Pacific Ocean on March 27, 2004

NASA Image and Video Library

2004-03-27

The second X-43A hypersonic research aircraft and its modified Pegasus booster rocket drop away from NASA's B-52B launch aircraft over the Pacific Ocean on March 27, 2004. The mission originated from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif. Moments later the Pegasus booster ignited to accelerate the X-43A to its intended speed of Mach 7.

Tier 3- DarkStar on ramp from above

NASA Image and Video Library

1995-09-14

The Lockheed Martin/Boeing Tier III- (minus) unpiloted aerial vehicle is inspected by NASA personnel September 14, 1995, following its arrival at the Dryden Flight Research Center, Edwards, California.

he second X-43A and its modified Pegasus booster rocket accelerate after launch from NASA's B-52B launch aircraft over the Pacific Ocean

NASA Image and Video Library

2004-03-27

The second X-43A hypersonic research aircraft and its modified Pegasus booster rocket accelerate after launch from NASA's B-52B launch aircraft over the Pacific Ocean on March 27, 2004. The mission originated from the NASA Dryden Flight Research Center at Edwards Air Force Base, Calif. Minutes later the X-43A separated from the Pegasus booster and accelerated to its intended speed of Mach 7.

Hyper-X Program Status

NASA Technical Reports Server (NTRS)

McClinton, Charles R.; Rausch, Vincent L.; Sitz, Joel; Reukauf, Paul

2001-01-01

This paper provides an overview of the objectives and status of the Hyper-X program, which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment. The first Hyper-X research vehicle (HXRV), designated X-43, is being prepared at the Dryden Flight Research Center for flight at Mach 7. Extensive risk reduction activities for the first flight are completed, and non-recurring design activities for the Mach 10 X-43 (3rd flight) are nearing completion. The Mach 7 flight of the X-43, in the spring of 2001, will be the first flight of an airframe-integrated scramjet-powered vehicle. The Hyper-X program is continuing to plan follow-on activities to focus an orderly continuation of hypersonic technology development through flight research.

Hyper-X Program Status

NASA Technical Reports Server (NTRS)

McClinton, Charles R.; Reubush, David E.; Sitz, Joel; Reukauf, Paul

2001-01-01

This paper provides an overview of the objectives and status of the Hyper-X program, which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment. The first Hyper-X research vehicle (HXRV), designated X-43, is being prepared at the Dryden Flight Research Center for flight at Mach 7. Extensive risk reduction activities for the first flight are completed, and non-recurring design activities for the Mach 10 X-43 (third flight) are nearing completion. The Mach 7 flight of the X-43, in the spring of 2001, will be the first flight of an airframe-integrated scramjet-powered vehicle. The Hyper-X program is continuing to plan follow-on activities to focus an orderly continuation of hypersonic technology development through flight research.

Pegasus Rocket Booster Being Prepared for X-43A/Hyper-X Flight Test

NASA Image and Video Library

1999-08-25

Technicians prepare a Pegasus rocket booster for flight tests with the X-43A "Hypersonic Experimental Vehicle," or "Hyper-X." The X-43A, which will be attached to the Pegasus booster and drop launched from NASA's B-52 mothership, was developed to research dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude).

X-43A Final Flight Observations

NASA Technical Reports Server (NTRS)

Grindle, Laurie

2011-01-01

The presentation will provide an overview of the final flight of the NASA X-43A project. The project consisted of three flights, two planned for Mach 7 and one for Mach 10. The first flight, conducted on June 2, 2001, was unsuccessful and resulted in a nine-month mishap investigation. A two-year return to flight effort ensued and concluded when the second Mach 7 flight was successfully conducted on March 27, 2004. The third and final flight, which occurred on November 16, 2004, was the first Mach 10 flight demonstration of an airframe-integrated, scramjet-powered, hypersonic vehicle. As such, the final flight presented first time technical challenges in addition to final flight project closeout concerns. The goals and objectives for the third flight as well as those for the project will be presented. The configuration of the Hyper-X stack including the X-43A, Hyper-X launch vehicle, and Hyper-X research vehicle adapter wil also be presented. Mission differences, vehicle modifications and lessons learned from the first and second flights as they applied to the third flight will also be discussed. Although X-43A flight 3 was always planned to be the final flight of the X-43A project, the X-43 program had two other vehicles and corresponding flight phases in X-43C and X-43B. Those other projects never manifested under the X-43 banner and X-43A flight 3 also became the final flight of X-43 program.

B-52/Pegasus with X-43A in flight over Pacific Ocean

NASA Image and Video Library

2001-04-28

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden.

Close view of B-52/Pegasus with X-43A in flight

NASA Image and Video Library

2001-04-28

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden.

B-52/Pegasus with X-43A departing on first captive flight

NASA Image and Video Library

2001-04-28

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden.

B-52/Pegasus with X-43A landing after first captive carry flight

NASA Image and Video Library

2001-04-28

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden.

NASA's B-52B launch aircraft cruises to a test range over the Pacific Ocean carrying the third X-43A vehicle attached to a Pegasus rocket on November 16, 2004

NASA Image and Video Library

2004-11-16

The third X-43A hypersonic research aircraft, attached to a modified Pegasus booster rocket, was taken to launch altitude by NASA's B-52B launch aircraft from the NASA Dryden Flight Research Center at Edwards Air Force Base, California, on November 16, 2004. About an hour later the Pegasus booster was released from the B-52 to accelerate the X-43A to its intended speed of Mach 10.

A modified Pegasus rocket ignites moments after release from the B-52B, beginning the acceleration of the X-43A over the Pacific Ocean on Nov. 16, 2004

NASA Image and Video Library

2004-11-16

The third X-43A hypersonic research aircraft and its modified Pegasus booster rocket accelerate after launch from NASA's B-52B launch aircraft over the Pacific Ocean on November 16, 2004. The mission originated from the NASA Dryden Flight Research Center at Edwards Air Force Base, California. Minutes later the X-43A separated from the Pegasus booster and accelerated to its intended speed of Mach 10.

NASA integrated vehicle health management technology experiment for X-37

NASA Astrophysics Data System (ADS)

Schwabacher, Mark; Samuels, Jeff; Brownston, Lee

2002-07-01

The NASA Integrated Vehicle Health Management (IVHM) Technology Experiment for X-37 was intended to run IVHM software on board the X-37 spacecraft. The X-37 is an unpiloted vehicle designed to orbit the Earth for up to 21 days before landing on a runway. The objectives of the experiment were to demonstrate the benefits of in-flight IVHM to the operation of a Reusable Launch Vehicle, to advance the Technology Readiness Level of this IVHM technology within a flight environment, and to demonstrate that the IVHM software could operate on the Vehicle Management Computer. The scope of the experiment was to perform real-time fault detection and isolation for X-37's electrical power system and electro-mechanical actuators. The experiment used Livingstone, a software system that performs diagnosis using a qualitative, model-based reasoning approach that searches system-wide interactions to detect and isolate failures. Two of the challenges we faced were to make this research software more efficient so that it would fit within the limited computational resources that were available to us on the X-37 spacecraft, and to modify it so that it satisfied the X-37's software safety requirements. Although the experiment is currently unfunded, the development effort resulted in major improvements in Livingstone's efficiency and safety. This paper reviews some of the details of the modeling and integration efforts, and some of the lessons that were learned.

NASA Administrator Sean O'Keefe, left, learned about the Mach 10 X-43 research vehicle from manager

NASA Technical Reports Server (NTRS)

2002-01-01

NASA Administrator Sean O'Keefe left, learned about the Mach 10 X-43 research vehicle from manager, Joel Sitz during O'Keefe's visit to the NASA Dryden Flight Research Center, Edwards, California, January 31, 2002.

The second X-43A hypersonic research vehicle, mounted under the right wing of the B-52B launch aircraft, viewed from the B-52 cockpit

NASA Image and Video Library

2004-03-27

The second X-43A hypersonic research vehicle, mounted under the right wing of the B-52B launch aircraft, viewed from the B-52 cockpit. The crew is working on closing out the research vehicle, preparing it for flight.

X-43C Flight Demonstrator Project Overview

NASA Technical Reports Server (NTRS)

Moses, Paul L.

2003-01-01

The X-43C Flight Demonstrator Project is a joint NASA-USAF hypersonic propulsion technology flight demonstration project that will expand the hypersonic flight envelope for air-breathing engines. The Project will demonstrate sustained accelerating flight through three flights of expendable X-43C Demonstrator Vehicles (DVs). The approximately 16-foot long X-43C DV will be boosted to the starting test conditions, separate from the booster, and accelerate from Mach 5 to Mach 7 under its own power and autonomous control. The DVs will be powered by a liquid hydrocarbon-fueled, fuel-cooled, dual-mode, airframe integrated scramjet engine system developed under the USAF HyTech Program. The Project is managed by NASA Langley Research Center as part of NASA's Next Generation Launch Technology Program. Flight tests will be conducted by NASA Dryden Flight Research Center off the coast of California over water in the Pacific Test Range. The NASA/USAF/industry project is a natural extension of the Hyper-X Program (X-43A), which will demonstrate short duration (approximately 10 seconds) gaseous hydrogen-fueled scramjet powered flight at Mach 7 and Mach 10 using a heavy-weight, largely heat sink construction, experimental engine. The X-43C Project will demonstrate sustained accelerating flight from Mach 5 to Mach 7 (approximately 4 minutes) using a flight-weight, fuel-cooled, scramjet engine powered by much denser liquid hydrocarbon fuel. The X-43C DV design flows from integrating USAF HyTech developed engine technologies with a NASA Air-Breathing Launch Vehicle accelerator-class configuration and Hyper-X heritage vehicle systems designs. This paper describes the X-43C Project and provides the background for NASA's current hypersonic flight demonstration efforts.

The X-38 lifting body research vehicle, seen here wrapped in a protective material, lowered onto a t

NASA Technical Reports Server (NTRS)

2000-01-01

The X-38 lifting body research vehicle, seen here wrapped in a protective material, is lowered onto a truck for shipping from the Dryden Flight Research Center in May 2000. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The X-43A (Hyper-X) Flies Into the Record Books

NASA Technical Reports Server (NTRS)

Grindle, Laurie; Bahm, Catherine

2006-01-01

The goal of the Hyper-X research program, conducted jointly by the NASA Dryden Flight Research Center and the NASA Langley Research Center, was to demonstrate and validate the technology, experimental techniques, and computation methods and tools for design and performance predictions of a hypersonic aircraft with an airframe-integrated, scramjet propulsion system. Three X-43A airframe-integrated, scramjet research vehicles were designed and fabricated to achieve that goal by flight test: two test flights at Mach 7 and one test flight at Mach 10. The first flight, conducted on June 2, 2001, experienced a launch vehicle failure and resulted in a 9-month mishap investigation. A two-year return-to-flight effort ensued and concluded when the second Mach 7 flight was successful on March 27, 2004. Just eight months later, on November 16, the X-43A successfully completed the third and final flight. These two flights were the first flight demonstrations, at Mach 7 and Mach 10 respectively, of an airframe-integrated, scramjet-powered, hypersonic vehicle.

Dale Reed with X-38 and a Subscale Model Used in Test Program

NASA Technical Reports Server (NTRS)

1997-01-01

Dale Reed, a NASA engineer who worked on the original lifting-body research programs in the 1960s and 1970s, stands with a scale-model X-38 that was used in 1995 research flights, with a full-scale X-38 (80 percent of the size of a potential Crew Return Vehicle) behind him. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Re-rendezvous and approach of Progress 33P

NASA Image and Video Library

2009-07-12

ISS020-E-018056 (12 July 2009) --- An unpiloted ISS Progress 33 cargo craft approaches the International Space Station. On June 30, the Progress undocked from the station and was commanded into a parking orbit for its re-rendezvous with the ISS on July 12, approaching to within 10-15 meters of the Zvezda Service Module to test new automated rendezvous equipment mounted on Zvezda during a pair of spacewalks earlier this month by Gennady Padalka and Mike Barratt that will be used to guide the new Mini-Research Module-2 (MRM2) to an unpiloted docking to the zenith port of Zvezda later this year. MRM2 will serve as a new docking port for Russian spacecraft and an additional airlock for spacewalks conducted out of the Russian segment.

X-38: Artist Concept of Re-Entering Earth's Atmosphere

NASA Technical Reports Server (NTRS)

1997-01-01

This is an artist's depiction of NASA's proposed Crew Return Vehicle (CRV) re-entering the earth's atmosphere. A team of NASA researchers began free flight tests of the X-38, a technology demonstrator for the CRV, at NASA's Dryden Flight Research Center, Edwards, California, in 1998. The CRV is being designed as a 'lifeboat' for the International Space Station The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Vehicle #132 Landing on First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), flares for its lakebed landing at the end of a March 1999 test flight at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Vehicle #132 in Flight Approaching Landing during First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), maneuvers toward landing at the end of a March 1999 test flight at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Vehicle #132 in Flight with Deployed Parafoil during First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parafoil on a March 1999 test flight at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Unpiloted Japanese Kounotori HTV-2 Transfer Vehicle

NASA Image and Video Library

2011-01-27

ISS026-E-020844 (27 Jan. 2011) --- The unpiloted Japanese Kounotori2 H-II Transfer Vehicle (HTV2) approaches the International Space Station. The Japan Aerospace Exploration Agency (JAXA) launched HTV2 aboard an H-IIB rocket from the Tanegashima Space Center in southern Japan at 12:37 a.m. (EST) (2:27 p.m. Japan time) on Jan. 22, 2011. HTV2 is the second unpiloted cargo ship launched by JAXA to the station and will deliver more than four tons of food and supplies to the station and its crew members.

Unpiloted Japanese Kounotori HTV-2 Transfer Vehicle

NASA Image and Video Library

2011-01-27

ISS026-E-020916 (27 Jan. 2011) --- The unpiloted Japanese Kounotori2 H-II Transfer Vehicle (HTV2) approaches the International Space Station. The Japan Aerospace Exploration Agency (JAXA) launched HTV2 aboard an H-IIB rocket from the Tanegashima Space Center in southern Japan at 12:37 a.m. (EST) (2:27 p.m. Japan time) on Jan. 22, 2011. HTV2 is the second unpiloted cargo ship launched by JAXA to the station and will deliver more than four tons of food and supplies to the space station and its crew members.

X-38 - On Ground after First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

Crew members surround the X-38 lifting body research vehicle after a successful test flight and landing in March 1998. The flight was the first free flight for the vehicle and took place at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Unpiloted Japanese Kounotori HTV-2 Transfer Vehicle

NASA Image and Video Library

2011-01-27

ISS026-E-020887 (27 Jan. 2011) --- Backdropped by a colorful part of Earth, the unpiloted Japanese Kounotori2 H-II Transfer Vehicle (HTV2) approaches the International Space Station. The Japan Aerospace Exploration Agency (JAXA) launched HTV2 aboard an H-IIB rocket from the Tanegashima Space Center in southern Japan at 12:37 a.m. (EST) (2:27 p.m. Japan time) on Jan. 22, 2011. HTV2 is the second unpiloted cargo ship launched by JAXA to the station and will deliver more than four tons of food and supplies to the space station and its crew members.

Unpiloted Japanese Kounotori HTV-2 Transfer Vehicle

NASA Image and Video Library

2011-01-27

ISS026-E-020850 (27 Jan. 2011) --- Backdropped by a cloud-covered part of Earth, the unpiloted Japanese Kounotori2 H-II Transfer Vehicle (HTV2) approaches the International Space Station. The Japan Aerospace Exploration Agency (JAXA) launched HTV2 aboard an H-IIB rocket from the Tanegashima Space Center in southern Japan at 12:37 a.m. (EST) (2:27 p.m. Japan time) on Jan. 22, 2011. HTV2 is the second unpiloted cargo ship launched by JAXA to the station and will deliver more than four tons of food and supplies to the space station and its crew members.

X-38 on Lakebed after Landing on Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a prototype of a Crew Return Vehicle (CRV) resting on the lakebed near the Dryden Flight Research Center after the completion of its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Arrival at NASA Dryden on June 4, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) is transported down a road at NASA's Dryden Flight Research Center, Edwards, California, upon its arrival there in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC). The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 - First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 - First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert during its first free flight in March 1998 at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 - Landing After First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

The X-38 Crew Return Vehicle touches down amidst the California desert scrubbrush at the end of its first free flight at the Dryden Flight Research Center, Edwards, California, in March 1998. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Prototype Technology Demonstrator for the Crew Return Vehicle (CRV) and Project Managers Bob Ba

NASA Technical Reports Server (NTRS)

1999-01-01

Bob Baron of the Dryden Flight Research Center (left) and Brian Anderson of the Johnson Space Flight Center (right) flank an X-38 prototype Crew Return Vehicle technology demonstrator under construction at the Johnson Space Center, Houston, Texas. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Docking Mechanism on the Unpiloted Russian Progress Spacecraft

NASA Image and Video Library

2012-04-19

ISS030-E-238803 (19 April 2012) --- A close-up view of the docking mechanism of the unpiloted ISS Russian Progress 46 spacecraft is featured in this image photographed by an Expedition 30 crew member as Progress departs from the International Space Station.

The NASA Integrated Vehicle Health Management Technology Experiment for X-37

NASA Technical Reports Server (NTRS)

Schwabacher, Mark; Samuels, Jeff; Brownston, Lee; Clancy, Daniel (Technical Monitor)

2002-01-01

The NASA Integrated Vehicle Health Management (IVHM) Technology Experiment for X-37 was intended to run IVHM software on-board the X-37 spacecraft. The X-37 is intended to be an unpiloted vehicle that would orbit the Earth for up to 21 days before landing on a runway. The objectives of the experiment were to demonstrate the benefits of in-flight IVHM to the operation of a Reusable Launch Vehicle, to advance the Technology Readiness Level of this IVHM technology within a flight environment, and to demonstrate that the IVHM software could operate on the Vehicle Management Computer. The scope of the experiment was to perform real-time fault detection and isolation for X-37's electrical power system and electro-mechanical actuators. The experiment used Livingstone, a software system that performs diagnosis using a qualitative, model-based reasoning approach that searches system-wide interactions to detect and isolate failures. Two of the challenges we faced were to make this research software more efficient so that it would fit within the limited computational resources that were available to us on the X-37 spacecraft, and to modify it so that it satisfied the X-37's software safety requirements. Although the experiment is currently unfunded, the development effort had value in that it resulted in major improvements in Livingstone's efficiency and safety. This paper reviews some of the details of the modeling and integration efforts, and some of the lessons that were learned.

Progress 33P undock

NASA Image and Video Library

2009-06-30

ISS020-E-015987 (30 June 2009) --- An unpiloted ISS Progress 33 cargo craft, filled with trash and unneeded items, departs from the International Space Station?s Pirs Docking Compartment at 1:30 p.m. (CDT) on June 30, 2009. The Progress was commanded into a parking orbit for its re-rendezvous with the ISS on July 12, approaching to within 10-15 meters of the Zvezda Service Module to test new automated rendezvous equipment mounted on Zvezda during a pair of spacewalks earlier this month by Gennady Padalka and Mike Barratt that will be used to guide the new Mini-Research Module-2 (MRM2) to an unpiloted docking to the zenith port of Zvezda later this year. MRM2 will serve as a new docking port for Russian spacecraft and an additional airlock for spacewalks conducted out of the Russian segment.

Design, Development, And Testing of Umbilical System Mechanisms for the X-33 Advanced Technology Demonstrator

NASA Technical Reports Server (NTRS)

Littlefield, Alan C.; Melton, Gregory S.

2000-01-01

The X-33 Advanced Technology Demonstrator is an un-piloted, vertical take-off, horizontal landing spacecraft. The purpose of the X-33 program is to demonstrate technologies that will dramatically lower the cost of access to space. The rocket-powered X-33 will reach an altitude of up to 100 km and speeds between Mach 13 and 15. Fifteen flight tests are planned, beginning in 2000. Some of the key technologies demonstrated will be the linear aerospike engine, improved thermal protection systems, composite fuel tanks and reduced operational timelines. The X-33 vehicle umbilical connections provide monitoring, power, cooling, purge, and fueling capability during horizontal processing and vertical launch operations. Two "rise-off" umbilicals for the X-33 have been developed, tested, and installed. The X-33 umbilical systems mechanisms incorporate several unique design features to simplify horizontal operations and provide reliable disconnect during launch.

Design, Development,and Testing of Umbillical System Mechanisms for the X-33 Advanced Technology Demonstrator

NASA Technical Reports Server (NTRS)

Littlefield, Alan C.; Melton, Gregory S.

1999-01-01

The X-33 Advanced Technology Demonstrator is an un-piloted, vertical take-off, horizontal landing spacecraft. The purpose of the X-33 program is to demonstrate technologies that will dramatically lower the cost of access to space. The rocket-powered X-33 will reach an altitude of up to 100 km and speeds between Mach 13 and 15. Fifteen flight tests are planned, beginning in 2000. Some of the key technologies demonstrated will be the linear aerospike engine, improved thermal protection systems, composite fuel tanks and reduced operational timelines. The X-33 vehicle umbilical connections provide monitoring, power, cooling, purge, and fueling capability during horizontal processing and vertical launch operations. Two "rise-ofF' umbilicals for the X-33 have been developed, tested, and installed. The X-33 umbilical systems mechanisms incorporate several unique design features to simplify horizontal operations and provide reliable disconnect during launch.

NASA's Hyper-X Program

NASA Technical Reports Server (NTRS)

Rausch, Vincent L.; McClinton, Charles R.; Sitz, Joel; Reukauf, Paul

2000-01-01

This paper provides an overview of the objectives and status of the Hyper-X program which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment, the last stage preceding prototype development. The first Hyper-X research vehicle (HXRV), designated X-43, is being prepared at the Dryden Flight Research Center for flight at Mach 7 in the near future. In addition, the associated booster and vehicle-to-booster adapter are being prepared for flight and flight test preparations are well underway. Extensive risk reduction activities for the first flight and non-recurring design for the Mach 10 X-43 (3rd flight) are nearing completion. The Mach 7 flight of the X-43 will be the first flight of an airframe-integrated scramjet-powered vehicle.

Overview With Results and Lessons Learned of the X-43A Mach 10 Flight

NASA Technical Reports Server (NTRS)

Marshall, Laurie A.; Bahm, Catherine; Corpening, Griffin P.; Sherrill, Robert

2005-01-01

This paper provides an overview of the final flight of the NASA X-43A project. The project consisted of three flights, two planned for Mach 7 and one for Mach 10. The third and final flight, November 16, 2004, was the first Mach 10 flight demonstration of an airframe-integrated, scramjet-powered, hypersonic vehicle. The goals and objectives for the project as well as those for the third flight are presented. The configuration of the Hyper-X stack including the X-43A, Hyper-X launch vehicle, and Hyper-X research vehicle adapter is discussed. The second flight of the X-43A was successfully conducted on March 27, 2004. Mission differences, vehicle modifications and lessons learned from the second flight as they applied to the third flight are also discussed. An overview of flight 3 results is presented.

X-38 Drop Model: Testing Parafoil Landing System during Drop Tests

NASA Technical Reports Server (NTRS)

1995-01-01

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Two X-38 Ship Demonstrators in Development at NASA Johnson Space Flight Center

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows two X-38 Crew Return Vehicle technology demonstrators under development at NASA's Johnson Space Flight Center, Houston, Texas. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The Three Main Rings of the X-38 Vehicle 201 Shown under Construction at NASA Johnson Space Flight C

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows the X-38 Vehicle 201, intended for spaceflight testing, under construction at NASA Johnson Space Flight Center, Houston, Texas. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The First X-38 Technology Demonstrator (V-131) Shown with Modifications to the Rear to Conform More

NASA Technical Reports Server (NTRS)

1999-01-01

The first X-38 technology demonstrator (V-131) is seen here undergoing modifications to the rear to conform more to the shape of the future Crew Return Vehicle (CRV) The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

KSC-2009-1661

NASA Image and Video Library

2009-02-16

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center, workers lift the Ares I-X crew module mock-up during a fit check with a mock-up of the service module. When fully developed, the 16-foot diameter crew module will furnish living space and reentry protection for future astronauts, and the service module’s main engine will be used to break out of lunar orbit for the return trip to Earth. Ares I-X is the test flight for the Ares I, which is part of the Constellation Program to return men to the moon and beyond. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I launches. Targeted for the summer of 2009, the launch of the full-scale Ares I-X will be the first in a series of unpiloted rocket launches from Kennedy. Photo credit: NASA/Jack Pfaller

X-38 Ship #2 Landing on Lakebed, Completing the Program's 4th Flight

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), makes a gentle lakebed landing at the end of a July 1999 test flight at the Dryden Flight Research Center, Edwards, California. It was the fourth free flight of the test vehicles in the X-38 program, and the second free flight test of Vehicle 132 or Ship 2. The goal of this flight was to release the vehicle from a higher altitude -- 31,500 feet -- and to fly the vehicle longer -- 31 seconds -- than any previous X-38 vehicle had yet flown. The project team also conducted aerodynamic verification maneuvers and checked improvements made to the drogue parachute. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

A Full-Size Mockup of the Cabin for the Crew Return Vehicle (CRV) for the International Space Statio

NASA Technical Reports Server (NTRS)

1999-01-01

This photo, taken at NASA's Johnson Space Center, Houston, Texas, shows a full-size mockup of the cabin for the Crew Return Vehicle (CRV) for the International Space Station The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Tests and Techniques for Characterizing and Modeling X-43A Electromechanical Actuators

NASA Technical Reports Server (NTRS)

Lin, Yohan; Baumann, Ethan; Bose, David M.; Beck, Roger; Jenney, Gavin

2008-01-01

A series of tests were conducted on the electromechanical actuators of the X-43A research vehicle in preparation for the Mach 7 and 10 hypersonic flights. The tests were required to help validate the actuator models in the simulation and acquire a better understanding of the installed system characteristics. Static and dynamic threshold, multichannel crosstalk, command-to-surface timing, free play, voltage regeneration, calibration, frequency response, compliance, hysteretic damping, and aircraft-in-the-loop tests were performed as part of this effort. This report describes the objectives, configurations, and methods for those tests, as well as the techniques used for developing second-order actuator models from the test results. When the first flight attempt failed because of actuator problems with the launch vehicle, further analysis and model enhancements were performed as part of the return-to-flight activities. High-fidelity models are described, along with the modifications that were required to match measurements taken from the research vehicle. Problems involving the implementation of these models into the X-43A simulation are also discussed. This report emphasizes lessons learned from the actuator testing, simulation modeling, and integration efforts for the X-43A hypersonic research vehicle.

The Interior of the Crew Return Vehicle (CRV) Shows How Up to Seven Astronauts Can Be Carried

NASA Technical Reports Server (NTRS)

1999-01-01

This photo of the interior of a full-size mock-up of the Crew Return Vehicle (CRV) cabin at NASA's Johnson Space Center, Houston, Texas, shows how up to seven astronauts could be carried aboard the spacecraft. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-43A Project Overview: Adventures in Hypersonics

NASA Technical Reports Server (NTRS)

Davis, Mark; Grindle, Laurie

2007-01-01

A viewgraph presentation describing the hypersonics program at NASA Dryden Flight Research Center is shown. The topics include: 1) X-43A Program Overview; 2) Vehicle Description; 3) Flight 1, MIB & Return to Flight; 4) Flight 2 and Results; 5) Flight 3 and Results; and 6) Concluding Remarks

X-38: Parachute Canister Fired from Plywood Mockup during Flight Termination System Test

NASA Technical Reports Server (NTRS)

1996-01-01

The canister containing a seven-foot-diameter X-38 Flight Termination System (FTS) parachute is launched safely away from a plywood mockup of the X-38 by a pyrotechnic firing system on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft end, minus vertical stabilizers, on a truck prior to installation in the X-38. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38: Close-up of Pyrotechnic Firing during Test of Flight Termination System Parachute Deployment

NASA Technical Reports Server (NTRS)

1996-01-01

In these close-ups, the canister containing the seven-foot-diameter X-38 Flight Termination System (FTS) parachute can be seen launching safely away from an aft-end mockup of the X-38 by a pyrotechnic firing system in December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft-end, minus vertical stabilizers, on a truck prior to installation in the X-38. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Hyper-X Flight Engine Ground Testing for X-43 Flight Risk Reduction

NASA Technical Reports Server (NTRS)

Huebner, Lawrence D.; Rock, Kenneth E.; Ruf, Edward G.; Witte, David W.; Andrews, Earl H., Jr.

2001-01-01

Airframe-integrated scramjet engine testing has been completed at Mach 7 flight conditions in the NASA Langley 8-Foot High Temperature Tunnel as part of the NASA Hyper-X program. This test provided engine performance and operability data, as well as design and database verification, for the Mach 7 flight tests of the Hyper-X research vehicle (X-43), which will provide the first-ever airframe-integrated scramjet data in flight. The Hyper-X Flight Engine, a duplicate Mach 7 X-43 scramjet engine, was mounted on an airframe structure that duplicated the entire three-dimensional propulsion flowpath from the vehicle leading edge to the vehicle trailing edge. This model was also tested to verify and validate the complete flight-like engine system. This paper describes the subsystems that were subjected to flight-like conditions and presents supporting data. The results from this test help to reduce risk for the Mach 7 flights of the X-43.

X-38: Plywood Mockup of Aft End Used for Flight Termination System Parachute Test

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows a plywood mockup of the X-38's aft end, minus vertical stabilizers, mounted on a truck for an economical test of the X-38's Flight Termination System (FTS) on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The FTS seven-foot diameter parachute was launched safely away from the mockup by a pyrotechnic firing system. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward a desert lakebed under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward the desert floor under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

NASA personnel in a control room during the successful second flight of the X-43A aircraft

NASA Image and Video Library

2004-03-27

NASA personnel in a control room during the successful second flight of the X-43A aircraft. front row, left to right: Randy Voland, LaRC Propulsion; Craig Christy, Boeing Systems; Dave Reubush, NASA Hyper-X Deputy Program Manager; and Vince Rausch, NASA Hyper-X Program Manager. back row, left to right: Bill Talley, DCI/consultant; Pat Stoliker, DFRC Director (Acting) of Research Engineering; John Martin, LaRC G&C; and Dave Bose, AMA/Controls.

Hitching a ride on NASA's B-52 mother ship, the X-43A scramjet performed a captive carry evaluation flight from Edwards Air Force Base, California, January 26, 2004

NASA Image and Video Library

2004-01-26

Hitching a ride on the same B-52 mother ship that once launched X-15 research aircraft in the 1960s, NASA's X-43A scramjet and it's Pegasus booster rocket performed a captive carry evaluation flight from Edwards Air Force Base, California, January 26, 2004. The X-43 and it's booster remained mated to the B-52 throughout this mission, intended to check its readiness for launch. The hydrogen-fueled aircraft is autonomous and has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

Design of Advanced Atmospheric Water Vapor Differential Absorption Lidar (DIAL) Detection System

NASA Technical Reports Server (NTRS)

Refaat, Tamer F.; Luck, William S., Jr.; DeYoung, Russell J.

1999-01-01

The measurement of atmospheric water vapor is very important for understanding the Earth's climate and water cycle. The lidar atmospheric sensing experiment (LASE) is an instrument designed and operated by the Langley Research Center for high precision water vapor measurements. The design details of a new water vapor lidar detection system that improves the measurement sensitivity of the LASE instrument by a factor of 10 are discussed. The new system consists of an advanced, very low noise, avalanche photodiode (APD) and a state-of-the-art signal processing circuit. The new low-power system is also compact and lightweight so that it would be suitable for space flight and unpiloted atmospheric vehicles (UAV) applications. The whole system is contained on one small printed circuit board (9 x 15 sq cm). The detection system is mounted at the focal plane of a lidar receiver telescope, and the digital output is read by a personal computer with a digital data acquisition card.

KSC-2009-1660

NASA Image and Video Library

2009-02-16

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center, workers lift the Ares I-X crew module mock-up from a work stand for a fit check with a mock-up of the service module. When fully developed, the 16-foot diameter crew module will furnish living space and reentry protection for future astronauts, and the service module’s main engine will be used to break out of lunar orbit for the return trip to Earth. Ares I-X is the test flight for the Ares I, which is part of the Constellation Program to return men to the moon and beyond. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I launches. Targeted for the summer of 2009, the launch of the full-scale Ares I-X will be the first in a series of unpiloted rocket launches from Kennedy. Photo credit: NASA/Jack Pfaller

KSC-2009-1662

NASA Image and Video Library

2009-02-16

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center, the Ares I-X crew module mock-up hangs suspended from a crane as it is moved for a fit check with a mock-up of the service module. When fully developed, the 16-foot diameter crew module will furnish living space and reentry protection for future astronauts, and the service module’s main engine will be used to break out of lunar orbit for the return trip to Earth. Ares I-X is the test flight for the Ares I, which is part of the Constellation Program to return men to the moon and beyond. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I launches. Targeted for the summer of 2009, the launch of the full-scale Ares I-X will be the first in a series of unpiloted rocket launches from Kennedy. Photo credit: NASA/Jack Pfaller

KSC-2009-1664

NASA Image and Video Library

2009-02-16

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center, workers position the Ares I-X crew module mock-up onto a mock-up of the service module during a fit check of the hardware. When fully developed, the 16-foot diameter crew module will furnish living space and reentry protection for future astronauts, and the service module’s main engine will be used to break out of lunar orbit for the return trip to Earth. Ares I-X is the test flight for the Ares I, which is part of the Constellation Program to return men to the moon and beyond. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I launches. Targeted for the summer of 2009, the launch of the full-scale Ares I-X will be the first in a series of unpiloted rocket launches from Kennedy. Photo credit: NASA/Jack Pfaller

KSC-2009-1663

NASA Image and Video Library

2009-02-16

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center, workers lower the Ares I-X crew module mock-up onto a mock-up of the service module during a fit check of the hardware. When fully developed, the 16-foot diameter crew module will furnish living space and reentry protection for future astronauts, and the service module’s main engine will be used to break out of lunar orbit for the return trip to Earth. Ares I-X is the test flight for the Ares I, which is part of the Constellation Program to return men to the moon and beyond. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I launches. Targeted for the summer of 2009, the launch of the full-scale Ares I-X will be the first in a series of unpiloted rocket launches from Kennedy. Photo credit: NASA/Jack Pfaller

KSC-2009-1665

NASA Image and Video Library

2009-02-16

CAPE CANAVERAL, Fla. – In high bay 4 of the Vehicle Assembly Building at NASA's Kennedy Space Center, the Ares I-X crew module mock-up is positioned onto a mock-up of the service module to determine that the pieces of hardware are a perfect fit. When fully developed, the 16-foot diameter crew module will furnish living space and reentry protection for future astronauts, and the service module’s main engine will be used to break out of lunar orbit for the return trip to Earth. Ares I-X is the test flight for the Ares I, which is part of the Constellation Program to return men to the moon and beyond. The I-X flight will provide NASA an early opportunity to test and prove hardware, facilities and ground operations associated with Ares I launches. Targeted for the summer of 2009, the launch of the full-scale Ares I-X will be the first in a series of unpiloted rocket launches from Kennedy. Photo credit: NASA/Jack Pfaller

X-38 Drop Model: Glides to Earth After Being Dropped from a Cessna

NASA Technical Reports Server (NTRS)

1995-01-01

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Drop Model: Used to Test Parafoil Landing System during Drop Tests

NASA Technical Reports Server (NTRS)

1995-01-01

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The X-43A Flush Airdata Sensing System Flight Test Results

NASA Technical Reports Server (NTRS)

Baumann, Ethan; Pahle, Joseph W.; Davis, Mark; White, John Terry

2008-01-01

The National Aeronautics and Space Administration (NASA) has flight-tested a flush airdata sensing (FADS) system on the Hyper-X Research Vehicle (X-43A) at hypersonic speeds during the course of two successful flights. For this series of tests, the FADS system was calibrated to operate between Mach 3 and Mach 8, and flight test data was collected between Mach 1 and Mach 10. The FADS system acquired pressure data from surface-mounted ports and generated a real-time angle-of-attack (alpha) estimate on board the X-43A. The collected data were primarily intended to evaluate the FADS system performance, and the estimated alpha was used by the flight control algorithms on the X-43A for only a portion of the first successful flight. This paper provides an overview of the FADS system and alpha estimation algorithms, presents the in-flight alpha estimation algorithm performance, and provides comparisons to wind tunnel results and theory. Results indicate that the FADS system adequately estimated the alpha of the vehicle during the hypersonic portions of the two flights.

Update on Piloted and Un-Piloted Aircraft at NASA Dryden

NASA Technical Reports Server (NTRS)

DelFrate, John H.

2007-01-01

This viewgraph presentation reviews the NASA Dryden Flight Research Center's (DFRC) environment for testing of experimental aircraft. Included are a satellite view of the Dryden locale, and a summary of the capabilities at DFRC. It reviews the capabilites of High Altitude Platform (HAP) testing; Gulfstream III (1.)Unmanned Aerial Vehicle (UAV) synthetic aperture radar (SAR) (2) Precision Trajectory Capability Global Hawk (ACTD); ER-2; Ikhana (Predator B);

The Road to Mach 10: A History of the X-43A Hypersonic Flight Test Program at NASA Dryden...Toward the Future. Part II

NASA Technical Reports Server (NTRS)

Peebles, Curtis

2007-01-01

In terms of technology, the X-43A/Hyper-X represented a singular milestone. After nearly a half century of high hopes, studies, wind tunnel tests, proposals, and canceled projects, a scramjet-powered vehicle had flown. The performance of the engine qualified the scramjet design tools and scaling laws. In turn, the theoretical calculations and ground testing could be used to design more advanced engine concepts. Just as important, both the scramjet and vehicle systems had successfully operated in the variable temperatures and densities of the atmosphere. The X-43A systems were able to maintain the exact flight conditions necessary for the scramjet to operate properly. Control deflections to correct the engine-induced moments were close to pre-flight predictions. When the unexpected occurred, such as when the vehicle pitched up during the cowl opening on the second flight, the control system was sufficiently designed to correct the situation. The airframe and wing structure, the thermal protection material, and the internal conditions of the X-43A performed largely as predicted. The HXLV thermal anomaly during the ascent on the third flight and "the Mach 8 unpleasantness" during the descent indicated that the HXLV and X-43A were not as resilient to aerodynamic heating as expected. The X-43A 's airframe drag and lift both were slightly higher than predicted, but still within preflight uncertainty predictions. The stability and control were as predicted, as was the boundary layer transition. The biggest aerodynamic worry before the flight was the separation of the HXLV and the X- 43A. After all was said and done, this went exactly as predicted, proving that non-symmetrical/high-dynamic pressure stage separations could be performed. This in turn meant that two-stage-to-orbit vehicles employing this technology were feasible. The Hyper-X program also served as a training ground for a new generation of scramjet and hypersonic researchers. This included both NASA and contractor personnel, providing them with experience in ground testing and component development; vehicle design, construction, integration, system checkout, and, ultimately, flight testing and data analysis. Additionally, researchers learned the practical details of running a project within finite budget and time limits, about the ambiguousness of risk assessment, and about the need to spend a significant amount of time and effort dealing with engineering problems, such as those with the FAS, that have nothing to do with the project's research goals. Finally, all those who worked on the X-43A project now know what it is like to spend years transforming an idea into a functional vehicle, only for it to be lost in a matter of seconds. And then to go through years of work to correct the problems, to face the possibility that still more might exist, and finally to savor the triumph of two successful flights. For those who will work on the hypersonic projects that emerge in coming years, these experiences may prove to be the most valuable of all.

X-43D Conceptual Design and Feasibility Study

NASA Technical Reports Server (NTRS)

Johnson, Donald B.; Robinson, Jeffrey S.

2005-01-01

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

The X-43A Six Degree of Freedom Monte Carlo Analysis

NASA Technical Reports Server (NTRS)

Baumann, Ethan; Bahm, Catherine; Strovers, Brian; Beck, Roger

2008-01-01

This report provides an overview of the Hyper-X research vehicle Monte Carlo analysis conducted with the six-degree-of-freedom simulation. The methodology and model uncertainties used for the Monte Carlo analysis are presented as permitted. In addition, the process used to select hardware validation test cases from the Monte Carlo data is described. The preflight Monte Carlo analysis indicated that the X-43A control system was robust to the preflight uncertainties and provided the Hyper-X project an important indication that the vehicle would likely be successful in accomplishing the mission objectives. The X-43A inflight performance is compared to the preflight Monte Carlo predictions and shown to exceed the Monte Carlo bounds in several instances. Possible modeling shortfalls are presented that may account for these discrepancies. The flight control laws and guidance algorithms were robust enough as a result of the preflight Monte Carlo analysis that the unexpected in-flight performance did not have undue consequences. Modeling and Monte Carlo analysis lessons learned are presented.

The X-43A Six Degree of Freedom Monte Carlo Analysis

NASA Technical Reports Server (NTRS)

Baumann, Ethan; Bahm, Catherine; Strovers, Brian; Beck, Roger; Richard, Michael

2007-01-01

This report provides an overview of the Hyper-X research vehicle Monte Carlo analysis conducted with the six-degree-of-freedom simulation. The methodology and model uncertainties used for the Monte Carlo analysis are presented as permitted. In addition, the process used to select hardware validation test cases from the Monte Carlo data is described. The preflight Monte Carlo analysis indicated that the X-43A control system was robust to the preflight uncertainties and provided the Hyper-X project an important indication that the vehicle would likely be successful in accomplishing the mission objectives. The X-43A in-flight performance is compared to the preflight Monte Carlo predictions and shown to exceed the Monte Carlo bounds in several instances. Possible modeling shortfalls are presented that may account for these discrepancies. The flight control laws and guidance algorithms were robust enough as a result of the preflight Monte Carlo analysis that the unexpected in-flight performance did not have undue consequences. Modeling and Monte Carlo analysis lessons learned are presented.

Prediction of Hyper-X Stage Separation Aerodynamics Using CFD

NASA Technical Reports Server (NTRS)

Buning, Pieter G.; Wong, Tin-Chee; Dilley, Arthur D.; Pao, Jenn L.

2000-01-01

The NASA X-43 "Hyper-X" hypersonic research vehicle will be boosted to a Mach 7 flight test condition mounted on the nose of an Orbital Sciences Pegasus launch vehicle. The separation of the research vehicle from the Pegasus presents some unique aerodynamic problems, for which computational fluid dynamics has played a role in the analysis. This paper describes the use of several CFD methods for investigating the aerodynamics of the research and launch vehicles in close proximity. Specifically addressed are unsteady effects, aerodynamic database extrapolation, and differences between wind tunnel and flight environments.

X-33 Simulation Lab and Staff Engineers

NASA Technical Reports Server (NTRS)

1997-01-01

X-33 program engineers at NASA's Dryden Flight Research Center, Edwards, California, monitor a flight simulation of the X-33 Advanced Technology Demonstrator as a 'flight' unfolds. The simulation provided flight trajectory data while flight control laws were being designed and developed. It also provided information which assisted X-33 developer Lockheed Martin in aerodynamic design of the vehicle. The X-33 program was a government/industry effort to design, build and fly a half-scale prototype that was to demonstrate in flight the new technologies needed for Lockheed Martin's proposed full-scale VentureStar Reusable Launch Vehicle. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was intended to provide the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was intended to dramatically increase reliability and lower costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to create new opportunities for space access and significantly improve U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to reach altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to be launched from a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen fuel tank, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

X-33 Simulation Flown by Steve Ishmael

NASA Technical Reports Server (NTRS)

1997-01-01

Steve Ishmael flies a simulation of the X-33 Advanced Technology Demonstrator at NASA's Dryden Flight Research Center, Edwards, California. This simulation was used to provide flight trajectory data while flight control laws were being designed and developed, as well as to provide aerodynamic design information to X-33 developer Lockheed Martin. The X-33 program was a government/industry effort to design, build and fly a half-scale prototype that was to have demonstrated in flight the new technologies needed for the proposed Lockheed Martin full-scale VentureStar Reusable Launch Vehicle. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to provide the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improved U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen tank and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

Hyper-X Engine Testing in the NASA Langley 8-Foot High Temperature Tunnel

NASA Technical Reports Server (NTRS)

Huebner, Lawrence D.; Rock, Kenneth E.; Witte, David W.; Ruf, Edward G.; Andrews, Earl H., Jr.

2000-01-01

Airframe-integrated scramjet engine tests have 8 completed at Mach 7 in the NASA Langley 8-Foot High Temperature Tunnel under the Hyper-X program. These tests provided critical engine data as well as design and database verification for the Mach 7 flight tests of the Hyper-X research vehicle (X-43), which will provide the first-ever airframe- integrated scramjet flight data. The first model tested was the Hyper-X Engine Model (HXEM), and the second was the Hyper-X Flight Engine (HXFE). The HXEM, a partial-width, full-height engine that is mounted on an airframe structure to simulate the forebody features of the X-43, was tested to provide data linking flowpath development databases to the complete airframe-integrated three-dimensional flight configuration and to isolate effects of ground testing conditions and techniques. The HXFE, an exact geometric representation of the X-43 scramjet engine mounted on an airframe structure that duplicates the entire three-dimensional propulsion flowpath from the vehicle leading edge to the vehicle base, was tested to verify the complete design as it will be flight tested. This paper presents an overview of these two tests, their importance to the Hyper-X program, and the significance of their contribution to scramjet database development.

Air Force Office of Scientific Research (AFOSR) Technical Report Summaries

DTIC Science & Technology

1991-01-01

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Fresnel Lens Characterization for Potential Use in an Unpiloted Atmospheric Vehicle DIAL Receiver System

NASA Technical Reports Server (NTRS)

Fastig, Shlomo; Deoung, Russell J.

1998-01-01

Acrylic plastic Fresnel lenses are very light and can have large diameters. Such lenses could be used in lidar telescope receivers if the focal spot is not too large or distorted. This research effort characterizes the focal spot diameter produced by a Fresnel lens with a diameter of 30.5 cm (12 in.). It was found that the focal spot diameter varied from 1.2 mm at 750 nm to 1.6 mm at 910 nm. The focal spot was irregular and not easily described by a Gaussian profile.

The X-43A Hyper-X Mach 7 Flight 2 Guidance, Navigation, and Control Overview and Flight Test Results

NASA Technical Reports Server (NTRS)

Bahm, Catherine; Baumann, Ethan; Martin, John; Bose, David; Beck, Roger E.; Strovers, Brian

2005-01-01

The objective of the Hyper-X program was to flight demonstrate an airframe-integrated hypersonic vehicle. On March 27, 2004, the Hyper-X program team successfully conducted flight 2 and achieved all of the research objectives. The Hyper-X research vehicle successfully separated from the Hyper-X launch vehicle and achieved the desired engine test conditions before the experiment began. The research vehicle rejected the disturbances caused by the cowl door opening and the fuel turning on and off and maintained the engine test conditions throughout the experiment. After the engine test was complete, the vehicle recovered and descended along a trajectory while performing research maneuvers. The last data acquired showed that the vehicle maintained control to the water. This report will provide an overview of the research vehicle guidance and control systems and the performance of the vehicle during the separation event and engine test. The research maneuvers were performed to collect data for aerodynamics and flight controls research. This report also will provide an overview of the flight controls related research and results.

Studies of an x ray selected sample of cataclysmic variables. Ph.D. Thesis

NASA Technical Reports Server (NTRS)

Silber, Andrew D.

1986-01-01

Just prior to the thesis research, an all-sky survey in hard x rays with the HEAO-1 satellite and further observations in the optical resulted in a catalog of about 700 x-ray sources with known optical counterparts. This sample includes 43 cataclysmic variables, which are binaries consisting of a detached white-dwarf and a Roche lobe filling companion star. This thesis consists of studies of the x-ray selected sample of catalcysmic variables.

An Ozone Differential Absorption Lidar (DIAL) Receiver System for Use on Unpiloted Atmospheric Vehicles

NASA Technical Reports Server (NTRS)

DeYoung, Russell J.; Goldschmidt, Soenke

1999-01-01

Measurements of global atmosphere ozone concentrations call for flexible lidar systems that can be operated from an unpiloted atmospheric vehicle (UAV) to reduce the cost of measurement missions. A lidar receiver system consisting of a fiber-optic-coupled telescope has been designed and tested for this purpose. The system weight is 13 kg and its volume of 0.06 m 3 would fit into the payload compartment of a Perseus B UAV. The optical efficiency of the telescope is 37 percent at 288 nm and 64 percent at 300 nm. Atmospheric measurements with a DIAL laser system have been performed, and the measured ozone density has matched the data from ozonesondes to an altitude of 7 km.

X-33 Proposal by Lockheed Martin - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This artist's rendering depicts the Lockheed Martin X-33 for a technology demonstrator of a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV), as submitted in the aerospace company's original proposal. NASA selected Lockheed Martin's design on 2 July 1996. NASA's Dryden Flight research Center, Edwards, California, was to have had a key role in the development and flight testing of the X-33. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that was to have improved U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improve U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquide hydrogen fuel tank, and the resulting time delay and cost increase, the X-33 program was cancelled in February 2001.

X-33 by Lockheed Martin on Launch Pad - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

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

X-33 Contractor Design Proposals

NASA Technical Reports Server (NTRS)

1996-01-01

This artist's rendering depicts the three designs submitted for the X-33 proposal for a technology demonstrator of a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV). NASA considered design submissions from Rockwell, Lockheed Martin, and McDonnell Douglas. NASA selected Lockheed Martin's design on 2 July 1996. NASA's Dryden Flight Research Center, Edwards, California, expected to play a key role in the development and flight testing of the X-33. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space and to promote the creation and delivery of new space services and other activities that was to improve U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have create new opportunities for space access and significantly improved U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was to have normally been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen fuel tank, and the resulting schedule delay and cost increase, the X-33 program was cancelled in February 2001.

X-33 Proposal by Rockwell - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This artist's rendering depicts the Rockwell International X-33 proposal for technology demonstrator of a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV). NASA considered design submissions from Rockwell, Lockheed Martin, and McDonnell Douglas. NASA selected Lockheed Martin's design on 2 July 1996. NASA's Dryden Flight research Center, Edwards, California, was to have had a key role in the development and flight testing of the X-33. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that was to have improved U.S. economic competitiveness. The X-33 design selected for development was a wedged-shaped subscale technology demonstrator prototype of a Reusable Launch Vehicle (RLV) by Lockheed Martin. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improve U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The Lockheed Martin X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen tank, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

X-33 by Lockheed Martin above Earth - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

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

The Road to Mach 10: A History of the X-43A Hypersonic Flight Test Program at NASA Dryden -- Origins to First Flight

NASA Technical Reports Server (NTRS)

Peebles, Curtis

2006-01-01

The NASA Dryden Flight Research Center, in partnership with the NASA Langley Research Center and industrial contractors, conducted the first flight tests of a supersonic combustion ramjet (scramjet) in 2004. This was a revolutionary airbreathing engine able to operate at speeds above Mach 5, which carries potential for both high-speed atmospheric flight and as a space launcher. For the Dryden engineers, the X-43 program was the culmination of a nearly 60-year history of flight research, going back to the early days of supersonic flight, and to rocket planes such as the X-1, D-558-II Skyrocket, and the X-15. For the propulsion community, it marked a turning point in a quest that had taken nearly as long. The scramjet engine did not arise from the work of a single individual or from a single technological breakthrough. It evolved instead from work under way on ramjets in the early 1950s, and from research programs at the National Advisory Committee for Aeronautics (NACA) Lewis Research Center, at the U.S. Army Aberdeen Proving Ground, and by the U.S. Navy. Studies developed in the course of these disparate projects raised the possibility of supersonic combustion. Many researchers had considered the notion impractical due to the difficulty of stabilizing a flame front in a supersonic airflow. NACA researchers at Lewis attempted to test the idea's feasibility by burning aluminum borohydride in a supersonic wind tunnel. Sustained burning was believed to have been observed at Mach 1.5, Mach 2, and Mach 3 for as long as two seconds.

X-43A Fluid and Environmental Systems: Ground and Flight Operation and Lessons Learned

NASA Technical Reports Server (NTRS)

Vachon, Michael Jacob; Grindle, Thomas J.; St.John, Clinton W.; Dowdell, David B.

2005-01-01

The X-43A Hyper-X program demonstrated the first successful flights of an airframe integrated scramjet powered hypersonic vehicle. The X-43A vehicles established successive world records for jet-powered vehicles at speeds of Mach 7 and Mach 10. The X-43A vehicle is a subscale version of proposed hypersonic reconnaissance strike aircraft. Scaled down to a length of 12 ft (3.66 m), the lifting body design with high fineness ratio resulted in very small internal space available for fluid systems and their corresponding environmental conditioning systems. Safe testing and operation of the X-43A fluid and environmental systems was critical for mission success, not only for the safety of the flight crew in the NASA B-52B carrier aircraft, but also to maintain the reliability of vehicle systems while exposed to dynamics and hostile conditions encountered during the boost trajectory. The X-43A fluid and environmental systems successfully managed explosive, pyrophoric, inert, and very high pressure gases without incident. This report presents a summary of the checkout and flight validation of the X-43A fluid systems. The testing used for mission assurance is summarized. System performance during captive carry and launch flights is presented. The lessons learned are also discussed.

X-43A Project Overview: Adventures in Hypersonics

NASA Technical Reports Server (NTRS)

Davis, Mark

2007-01-01

This viewgraph presentation gives a general overview of the X-43A program. The contents include: 1) X-43A Program Overview; 2) Vehicle Description; 3) Flight 1, MIB & Return to Flight; 4) Flight 2 and Results; and 5) Flight 3 and Results.

Mach 10 Stage Separation Analysis for the X43-A

NASA Technical Reports Server (NTRS)

Tartabini, Paul V.; Bose, David M.; Thornblom, Mark N.; Lien, J. P.; Martin, John G.

2007-01-01

This paper describes the pre-flight stage separation analysis that was conducted in support of the final flight of the X-43A. In that flight, which occurred less than eight months after the successful Mach 7 flight, the X-43A Research Vehicle attained a peak speed of Mach 9.6. Details are provided on how the lessons learned from the Mach 7 flight affected separation modeling and how adjustments were made to account for the increased flight Mach number. Also, the procedure for defining the feedback loop closure and feed-forward parameters employed in the separation control logic are described, and their effect on separation performance is explained. In addition, the range and nominal values of these parameters, which were included in the Mission Data Load, are presented. Once updates were made, the nominal pre-flight trajectory and Monte Carlo statistical results were determined and stress tests were performed to ensure system robustness. During flight the vehicle performed within the uncertainty bounds predicted in the pre-flight analysis and ultimately set the world record for airbreathing powered flight.

X-43A: The First Flight of a Scramjet Powered Airplane

NASA Technical Reports Server (NTRS)

Corpening, Griff

2004-01-01

A viewgraph presentation describing the X-43A Scramjet engine is shown. The topics include: 1) Scramjets; 2) Overview of X-43A; 3) What Happened the 1st Time; 4) Return to Flight; and 5) What Happened the 2nd Time.

Wind-Tunnel Results of the B-52B with the X-43A Stack

NASA Technical Reports Server (NTRS)

Davis, Mark C.; Sim, Alexander G.; Rhode, Matthew; Johnson, Kevin D., Sr.

2007-01-01

A low-speed wind-tunnel test was performed with a 3%-scale model of a booster rocket mated to an X-43A research vehicle, a combination referred to as the Hyper-X launch vehicle. The test was conducted both in freestream air and in the presence of a partial model of the B-52B airplane. The objectives of the test were to obtain force and moment data to generate structural loads affecting the pylon of the B-52B airplane and to determine the aerodynamic influence of the B-52B on the Hyper-X launch vehicle for evaluating launch separation characteristics. The windtunnel test was conducted at a low-speed wind tunnel in Hampton, Virginia. All moments and forces reported are based either on the aerodynamic influence of the B-52B airplane or are for the Hyper-X launch vehicle in freestream air. Overall, the test showed that the B-52B airplane imparts a strong downwash onto the Hyper-X launch vehicle, reducing the net lift of the Hyper-X launch vehicle. Pitching and rolling moments are also imparted onto the booster and are a strong function of the launch-drop angle of attack.

Unpiloted Japanese Kounotori HTV-2 Transfer Vehicle

NASA Image and Video Library

2011-01-27

ISS026-E-021017 (27 Jan. 2011) --- The unpiloted Japanese Kounotori2 H-II Transfer Vehicle (HTV2) approaches the International Space Station, delivering more than four tons of food and supplies to the space station and its crew members. The Japan Aerospace Exploration Agency (JAXA) launched HTV2 aboard an H-IIB rocket from the Tanegashima Space Center in southern Japan at 12:37 a.m. (EST) (2:27 p.m. Japan time) on Jan. 22, 2011. NASA astronaut Catherine (Cady) Coleman and European Space Agency astronaut Paolo Nespoli, both Expedition 26 flight engineers, used the station’s robotic Canadarm2 to attach the HTV2 to the Earth-facing port of the Harmony node. The attachment was completed at 9:51 a.m. (EST) on Jan. 27, 2011.

Aeroservoelastic Stability Analysis of the X-43A Stack

NASA Technical Reports Server (NTRS)

Pak, Chan-gi

2008-01-01

The first air launch attempt of an X-43A stack, consisting of the booster, adapter and Hyper-X research vehicle, ended in failure shortly after the successful drop from the National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California) B-52B airplane and ignition of the booster. The stack was observed to begin rolling and yawing violently upon reaching transonic speeds, and the grossly oscillating fins of the booster separated shortly thereafter. The flight then had to be terminated with the stack out of control. Very careful linear flutter and aeroservoelastic analyses were subsequently performed as reported herein to numerically duplicate the observed instability. These analyses properly identified the instability mechanism and demonstrated the importance of including the flight control laws, rigid-body modes, structural flexible modes and control surface flexible modes. In spite of these efforts, however, the predicted instability speed remained more than 25 percent higher than that observed in flight. It is concluded that transonic shock phenomena, which linear analyses cannot take into account, are also important for accurate prediction of this mishap instability.

Development of Solid State Laser Materials for Application in Lasers for Atmospheric Ozone and Water Vapor Sensing

NASA Technical Reports Server (NTRS)

Noginov, Makhail A.; Loutts, G. B.

2002-01-01

We have grown neodymium doped mixed apatite crystals, (Sr(x)Ba(l-x)5(PO4)3F, Sr5(P(1-x)V(x)O4)3F, and Ba5(P(1-x)V(x)O4)3F, and spectroscopically studied them as potential gain media for a laser source for atmospheric water sensing operating at 944.11 nm0. We conclude that an appropriate apatite host material for a 944.11 nm laser should be a mixture of Sr5(PO4)3F with a small fraction of Ba5(PO4)3F. The precise wavelength tuning around 944.11 nm can be accomplished by varying the host composition, temperature, and threshold population inversion. In apatite crystals of mixed composition, the Amplified Spontaneous Emission (ASE) loss at 1.06 microns is predicted to be significantly smaller than that in the end members.

Evaluation of a CFD Method for Aerodynamic Database Development using the Hyper-X Stack Configuration

NASA Technical Reports Server (NTRS)

Parikh, Paresh; Engelund, Walter; Armand, Sasan; Bittner, Robert

2004-01-01

A computational fluid dynamic (CFD) study is performed on the Hyper-X (X-43A) Launch Vehicle stack configuration in support of the aerodynamic database generation in the transonic to hypersonic flow regime. The main aim of the study is the evaluation of a CFD method that can be used to support aerodynamic database development for similar future configurations. The CFD method uses the NASA Langley Research Center developed TetrUSS software, which is based on tetrahedral, unstructured grids. The Navier-Stokes computational method is first evaluated against a set of wind tunnel test data to gain confidence in the code s application to hypersonic Mach number flows. The evaluation includes comparison of the longitudinal stability derivatives on the complete stack configuration (which includes the X-43A/Hyper-X Research Vehicle, the launch vehicle and an adapter connecting the two), detailed surface pressure distributions at selected locations on the stack body and component (rudder, elevons) forces and moments. The CFD method is further used to predict the stack aerodynamic performance at flow conditions where no experimental data is available as well as for component loads for mechanical design and aero-elastic analyses. An excellent match between the computed and the test data over a range of flow conditions provides a computational tool that may be used for future similar hypersonic configurations with confidence.

Aerodynamic Parameter Estimation for the X-43A (Hyper-X) from Flight Data

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.; Derry, Stephen D.; Smith, Mark S.

2005-01-01

Aerodynamic parameters were estimated based on flight data from the third flight of the X-43A hypersonic research vehicle, also called Hyper-X. Maneuvers were flown using multiple orthogonal phase-optimized sweep inputs applied as simultaneous control surface perturbations at Mach 8, 7, 6, 5, 4, and 3 during the vehicle descent. Aerodynamic parameters, consisting of non-dimensional longitudinal and lateral stability and control derivatives, were estimated from flight data at each Mach number. Multi-step inputs at nearly the same flight conditions were also flown to assess the prediction capability of the identified models. Prediction errors were found to be comparable in magnitude to the modeling errors, which indicates accurate modeling. Aerodynamic parameter estimates were plotted as a function of Mach number, and compared with estimates from the pre-flight aerodynamic database, which was based on wind-tunnel tests and computational fluid dynamics. Agreement between flight estimates and values computed from the aerodynamic database was excellent overall.

Structural and transport properties of lithium-conducting NASICON materials

NASA Astrophysics Data System (ADS)

Rossbach, Andreas; Tietz, Frank; Grieshammer, Steffen

2018-07-01

Lithium-containing NASICON-structured materials are a promising class of solid-state Li-ion conductors for application in electrochemical energy storage devices. Amongst the wide variety of possible compositions the highest conductivities are reported for materials according to the formula Li1+xMx(III) M2-x(IV) (PO4)3 , in which the substitution of tetravalent with trivalent metal cations leads to incorporation of additional lithium ions and a higher mobility of the charge carriers. For this study, we surveyed more than 300 research articles about Li-NASICON materials. The relations between composition, structure and conductivity are evaluated to give a comprehensive overview of published data on synthesized compositions. A special focus is laid on Li1+xAlxTi2-x (PO4)3 as the single most conductive and investigated material. The collected conductivities show a wide scattering in a range of 10-10 S cm-1 up to 10-3 S cm-1. The highest values are obtained for materials with M(III) to M(IV) cation ratios of x = 0.3-0.4. Further characteristics for high conductivity are evaluated and the rhombohedral structure as well as cation sizes of around 50-60 p.m. are identified as crucial prerequisites, favoring titanium-based compositions. Considering the evaluated data, selected compositions are suggested for further investigation to support future research.

VentureStar by Lockheed Martin Releasing Satellite - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

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

VentureStar by Lockheed Martin in Orbit - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

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

VentureStar by Lockheed Martin Docked with Space Station - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

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

Space transfer vehicle concepts and requirements study. Volume 2, book 3: STV system interfaces

NASA Technical Reports Server (NTRS)

Weber, Gary A.

1991-01-01

This report presents the results of systems analyses and conceptual design of space transfer vehicles (STV). The missions examined included piloted and unpiloted lunar outpost support and spacecraft servicing, and unpiloted payload delivery to various earth and solar orbits. The study goal was to examine the mission requirements and provide a decision data base for future programmatic development plans. The final lunar transfer vehicles provided a wide range of capabilities and interface requirements while maintaining a constant payload mission model. Launch vehicle and space station sensitivity was examined, with the final vehicles as point design covering the range of possible options. Development programs were defined and technology readiness levels for different options were determined. Volume 1 presents the executive summary, volume 2 provides the study results, and volume 3 the cost and WBS data.

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

The Aircraft Simulation Role in Improving Flight Safety Through Control Room Training

NASA Technical Reports Server (NTRS)

Shy, Karla S.; Hageman, Jacob J.; Le, Jeanette H.; Sitz, Joel (Technical Monitor)

2002-01-01

NASA Dryden Flight Research Center uses its six-degrees-of-freedom (6-DOF) fixed-base simulations for mission control room training to improve flight safety and operations. This concept is applied to numerous flight projects such as the F-18 High Alpha Research Vehicle (HARV), the F-15 Intelligent Flight Control System (IFCS), the X-38 Actuator Control Test (XACT), and X-43A (Hyper-X). The Dryden 6-DOF simulations are typically used through various stages of a project, from design to ground tests. The roles of these simulations have expanded to support control room training, reinforcing flight safety by building control room staff proficiency. Real-time telemetry, radar, and video data are generated from flight vehicle simulation models. These data are used to drive the control room displays. Nominal static values are used to complete information where appropriate. Audio communication is also an integral part of training sessions. This simulation capability is used to train control room personnel and flight crew for nominal missions and emergency situations. Such training sessions are also opportunities to refine flight cards and control room display pages, exercise emergency procedures, and practice control room setup for the day of flight. This paper describes this technology as it is used in the X-43A and F-15 IFCS and XACT projects.

Six Decades of Flight Research: An Annotated Bibliography of Technical Publications of NASA Dryden Flight Research Center, 1946-2006

NASA Technical Reports Server (NTRS)

Fisher, David F.

2007-01-01

Titles, authors, report numbers, and abstracts are given for nearly 2900 unclassified and unrestricted technical reports and papers published from September 1946 to December 2006 by the NASA Dryden Flight Research Center and its predecessor organizations. These technical reports and papers describe and give the results of 60 years of flight research performed by the NACA and NASA, from the X-1 and other early X-airplanes, to the X-15, Space Shuttle, X-29 Forward Swept Wing, X-31, and X-43 aircraft. Some of the other research airplanes tested were the D-558, phase 1 and 2; M-2, HL-10 and X-24 lifting bodies; Digital Fly-By-Wire and Supercritical Wing F-8; XB-70; YF-12; AFTI F-111 TACT and MAW; F-15 HiDEC; F-18 High Alpha Research Vehicle, F-18 Systems Research Aircraft and the NASA Landing Systems Research aircraft. The citations of reports and papers are listed in chronological order, with author and aircraft indices. In addition, in the appendices, citations of 270 contractor reports, more than 200 UCLA Flight System Research Center reports, nearly 200 Tech Briefs, 30 Dryden Historical Publications, and over 30 videotapes are included.

The X-43A Flight Research Program: Lessons Learned on the Road to Mach 10

NASA Technical Reports Server (NTRS)

Peebles, Curtis

2007-01-01

During an aerospace engineer's undergraduate studies, he or she will attend classes in aerodynamics, thermodynamics, structures, stability and control, dynamics, design, propulsion, and computer science, along with the related courses in mathematics, physics, statistics, and chemistry required to understand the material. Upon graduation, the new engineer will have acquired a basic knowledge of how to build an aerospace vehicle. What only comes through experience, however, is the understanding of the inevitable imperfect process through which an aerospace vehicle is built. This is the adventure of turning a basic concept into functional hardware. Engineers working on a project must often deal with ambiguous situations. They are routinely asked by management to provide risk assessments of a project, yet even after careful analysis uncertainties remain. The project must be accomplished within finite limits of time and money. The question an engineer answers is whether the solution to potential problem is worth the cost and schedule delay, or if the solution might actually be worse than the problem it is meant to solve. Review protocols are established to ensure that an unknown has not been overlooked. But these cannot protect against an unknown unknown. Examples of these situations can be found in the history of the X-43A Hyper-X (Hypersonic Experiment) program. In this NASA project, a supersonic combustion ramjet (scramjet) engine was flight tested on a subscale vehicle. The X-43A Hyper-X Research Vehicle (HXRV) was launched from a B-52B mothership, then boosted to the test speed by a modified Pegasus rocket first stage, called the Hyper-X Launch Vehicle (HXLV). Once at the proper speed and altitude, the X-43A separated from the booster, stabilized itself, and then the engine test began. Although wind-tunnel scramjet engine tests had begun in the late 1950s, before the Hyper-X program there had never been an actual in-flight test of such an engine integrated with an appropriate airframe. Thus, while the scramjet had successfully operated in the artificial airflow of wind tunnels, the concept had yet to be proven in real air. These conditions meant changes in density and temperature, as well as changes in angle of attack and sideslip of a free-flying vehicle. A wind tunnel is limited in its ability to simulate these subtle factures, which have a major impact on almost any vehicle, but especially that of a scramjet's performance. The Hyper-X project was to provide a real-world benchmark of the ground test data. The full scale X-43A engine would be operated in the wind tunnel, and then flown, and the data from its operation would then be compared with projections. If these matched, the wind tunnel data would be considered a reliable design tool for future scramjet. If there were significant differences, the reasons for these would have to be identified. Until such information was available, scramjets would lack the technological maturity to be considered for future space launch or high-speed atmospheric flight vehicles.

Wind Tunnel Results of the B-52B with the X-43A Stack

NASA Technical Reports Server (NTRS)

Davis, Mark C.; Sim, Alexander G.; Rhode, Matthew; Johnson, Kevin D.

2006-01-01

A low-speed wind-tunnel test was performed with a three-percent-scale model of a booster rocket mated to an X-43A research vehicle, a combination referred to as the Hyper-X launch vehicle. The test was conducted both in free-stream air and in the presence of a partial model of the B-52B airplane. The objectives of the test were to obtain force and moment data to generate structural loads affecting the pylon of the B-52B airplane and to determine the aerodynamic influence of the B-52B airplane on the Hyper-X launch vehicle to evaluate launch separation characteristics. The wind-tunnel test was conducted at a low-speed wind tunnel in Hampton, Virginia. All moments and forces reported are based either on the aerodynamic influence of the B-52B airplane or are for the Hyper-X launch vehicle in free-stream air. Overall, the test showed that the B-52B airplane imparts a strong downwash onto the Hyper-X launch vehicle, reducing the net lift of the Hyper-X launch vehicle. Also, pitching and rolling moments are imparted onto the booster and are a strong function of the launch-drop angle of attack.

X-33 Proposal by McDonnell Douglas - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This artist's rendering depicts the McDonnell Douglas X-33 proposal for a technology demonstrator of a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV). McDonnell Douglas submitted a vertical landing configuration design which used liquid oxygen/hydrogen bell engines. NASA considered design submissions from Rockwell, Lockheed Martin, and McDonnell Douglas. NASA selected Lockheed Martin's design on 2 July 1996. NASA's Dryden Flight research Center, Edwards, California, expected to play a key role in the development and flight testing of the X-33. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that was to have improved U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improved U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen fuel tanks, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

Effect of processing temperature on the properties of Fe-Hydroxyapatite

NASA Astrophysics Data System (ADS)

Kathriarachchi, Vindu; Leventouri, Theodora; Rondinone, Adam; Sorge, Korey

2015-03-01

Multi-substituted Hydroxyapatite (HAp), Ca5(PO4)3OH, is the main mineral phase in physiological apatite. Fe is a minor substitution element in bone and enamel substituting Ca in the HAp structure. Crystal structure, magnetic and microstructure properties of Ca5-xFex(PO4)3OH depend on processing parameters. We present results from our research on the Ca5-xFex(PO4)3OH system (x = 0.0, 0.05, 0.1, 0.2 and 0.3) prepared at 37° C, and 80° C. Hydroxyapatite single-phase was detected for x <0.1 in both sets of samples, while hematite and/or maghemite develops starting at x = 0.1. Rietveld refinements of XRD and NPD patterns show that the a and c lattice constants decrease with increasing Fe concentration for both sets of samples. Pure HAp is diamagnetic but as x increases, Fe-HAp transitions from paramagnetic to weak ferromagnetic behavior. TEM images show spherical particles in samples prepared at 37° C, and elongated particles in samples prepared at 80° C. XRF studies confirm the iron substitution and show that the Ca/P stoichiometric ratio of 1.67 decreases with increasing the Fe concentration. Further, the Fe/Ca +Fe atomic ratios of samples prepared at 37° C are greater than those prepared at 80° C. TEM and XRF data were collected at the Center for Nanophase Materials Sciences which is a DOE Office of Science User Facility. NPD data were collected at the SNS of the ORNL.

Tables of Calculated Transition Probabilities for the A-X System of OH

DTIC Science & Technology

1981-06-01

June 1981 US ARMY ARMAMENT RESEARCH AND DEVELOPMENT COMMAND BALLISTIC RESEARCH LABORATORY ABERDEEN PROVING GROUND , MARYLAND Approved for public release...Laboratory ATTN: DRDAR-BLP Aberdeen Proving Ground , MD 21005 1L16112AH43 II. CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATE USA Armament Research and...Development Command /I JUNE. 1981 USA Ballistic Research Laboratory 4 ATTN: DRDAR-BL 1/1) S 2P’GE Aberden Provine Ground . MD 21001 56 Pazes 14

Possible Deficiencies in Predicting Transonic Aerodynamics on the X-43A

NASA Technical Reports Server (NTRS)

Labbe, Steven G.; Gilbert, Michael G.; Kehoe, Michael W.

2009-01-01

The initial X-43A flight test, June 2, 2001, resulted in a mishap and loss of the vehicle. A mishap investigation board (MIB) report and findings, including the established root cause, were publicly released on July, 23, 2003. The X-43A Flight 1 Hyper-X Launch Vehicle (HXLV) failed because the vehicle control system design was deficient for the trajectory flown due to inaccurate analytical models (Pegasus heritage and HXLV specific), which overestimated the (control) system margin ? X-43A Mishap Investigation Report, Vol. I. ? included as Reference 1. Several specific errors were noted, 1) HXLV aerodynamics ? failure to model changes to wing, fin and rudder airfoil shapes due to addition of thermal protection system (TPS); 2) Fin actuation system (FAS) modeling ? under prediction of the control surface hinge moments and FAS compliance; and 3) Parametric uncertainties ? insufficient variation in the aerodynamic, FAS and control system models. In response to the MIB findings, the X-43A program has been working RTF through an approved Corrective Action Plan (CAP) over the last two years.

Identifying Contingency Requirements using Obstacle Analysis on an Unpiloted Aerial Vehicle

NASA Technical Reports Server (NTRS)

Lutz, Robyn R.; Nelson, Stacy; Patterson-Hine, Ann; Frost, Chad R.; Tal, Doron

2005-01-01

This paper describes experience using Obstacle Analysis to identify contingency requirements on an unpiloted aerial vehicle. A contingency is an operational anomaly, and may or may not involve component failure. The challenges to this effort were: ( I ) rapid evolution of the system while operational, (2) incremental autonomy as capabilities were transferred from ground control to software control and (3) the eventual safety-criticality of such systems as they begin to fly over populated areas. The results reported here are preliminary but show that Obstacle Analysis helped (1) identify new contingencies that appeared as autonomy increased; (2) identify new alternatives for handling both previously known and new contingencies; and (3) investigate the continued validity of existing software requirements for contingency handling. Since many mobile, intelligent systems are built using a development process that poses the same challenges, the results appear to have applicability to other similar systems.

Stochastic and Simulation Models of Maritime Intercept Operations Capabilities

DTIC Science & Technology

2005-12-01

methods of operations research. 2 Furusawa , Tadahiko, “On Territorial Defense – Policing Sea Area...searches a rectangle region AOI with area x yM M ⋅ . The MPA travels the AOI at a speed v . The radar coverage or radar footprint is assumed to be a...Borges, Jose Manuel, “Radar Search and Detection with the CASA 212 S43 Aircraft,” Naval Postgraduate School, (2004) 17 whole AOI is ( ) 2/x yM M f

The Hyper-X Flight Systems Validation Program

NASA Technical Reports Server (NTRS)

Redifer, Matthew; Lin, Yohan; Bessent, Courtney Amos; Barklow, Carole

2007-01-01

For the Hyper-X/X-43A program, the development of a comprehensive validation test plan played an integral part in the success of the mission. The goal was to demonstrate hypersonic propulsion technologies by flight testing an airframe-integrated scramjet engine. Preparation for flight involved both verification and validation testing. By definition, verification is the process of assuring that the product meets design requirements; whereas validation is the process of assuring that the design meets mission requirements for the intended environment. This report presents an overview of the program with emphasis on the validation efforts. It includes topics such as hardware-in-the-loop, failure modes and effects, aircraft-in-the-loop, plugs-out, power characterization, antenna pattern, integration, combined systems, captive carry, and flight testing. Where applicable, test results are also discussed. The report provides a brief description of the flight systems onboard the X-43A research vehicle and an introduction to the ground support equipment required to execute the validation plan. The intent is to provide validation concepts that are applicable to current, follow-on, and next generation vehicles that share the hybrid spacecraft and aircraft characteristics of the Hyper-X vehicle.

Structure, optical and phonon properties of bulk and nanocrystalline Al2-xScx(WO4)3 solid solutions doped with Cr3+

NASA Astrophysics Data System (ADS)

Mączka, M.; Hermanowicz, K.; Pietraszko, A.; Yordanova, A.; Koseva, I.

2014-01-01

Pure and Cr3+ doped nanosized Al2-xScx(WO4)3 solid solutions were prepared by co-precipitation method as well as Al2-xScx(WO4)3 single crystals were grown by high-temperature flux method. The obtained samples were characterized by X-ray, Raman, IR, absorption and luminescence methods. Single crystal X-ray diffraction showed that AlSc(WO4)3 is orthorhombic at room temperature with space group Pnca and trivalent cations are statistically distributed. Raman and IR studies showed that Al2-xScx(WO4)3 solid solutions show "two mode" behavior. They also showed that vibrational properties of nanosized samples have been weakly modified in comparison with the bulk materials. The luminescence and absorption spectra revealed that chromium ions occupy two sites of weak and strong crystal field strength.

Eu(2+)-Activated Alkaline-Earth Halophosphates, M5(PO4)3X:Eu(2+) (M = Ca, Sr, Ba; X = F, Cl, Br) for NUV-LEDs: Site-Selective Crystal Field Effect.

PubMed

Kim, Donghyeon; Kim, Sung-Chul; Bae, Jong-Seong; Kim, Sungyun; Kim, Seung-Joo; Park, Jung-Chul

2016-09-06

Eu(2+)-activated M5(PO4)3X (M = Ca, Sr, Ba; X = F, Cl, Br) compounds providing different alkaline-earth metal and halide ions were successfully synthesized and characterized. The emission peak maxima of the M5(PO4)3Cl:Eu(2+) (M = Ca, Sr, Ba) compounds were blue-shifted from Ca to Ba (454 nm for Ca, 444 nm for Sr, and 434 nm for Ba), and those of the Sr5(PO4)3X:Eu(2+) (X = F, Cl, Br) compounds were red-shifted along the series of halides, F → Cl → Br (437 nm for F, 444 nm for Cl, and 448 nm for Br). The site selectivity and occupancy of the activator ions (Eu(2+)) in the M5(PO4)3X:Eu(2+) (M = Ca, Sr, Ba; X = F, Cl, Br) crystal lattices were estimated based on theoretical calculation of the 5d → 4f transition energies of Eu(2+) using LCAO. In combination with the photoluminescence measurements and theoretical calculation, it was elucidated that the Eu(2+) ions preferably enter the fully oxygen-coordinated sites in the M5(PO4)3X:Eu(2+) (M = Ca, Sr, Ba; X = F, Cl, Br) compounds. This trend can be well explained by "Pauling's rules". These compounds may provide a platform for modeling a new phosphor and application in the solid-state lighting field.

Japanese Cargo Ship Launches to ISS on This Week @NASA - August 21, 2015

NASA Image and Video Library

2015-08-21

On Aug. 19, the On Aug. 19, the Japan Aerospace Exploration Agency launched its “Kounotori” H-II Transfer Vehicle, or HTV-5 from the Tanegashima Space Center to the International Space Station. The unpiloted cargo spacecraft is loaded with almost five tons of supplies and scientific experiments. It will spend about five weeks at the station. Also, National Aviation Day, First Atlantic hurricane of 2015, New hurricane mission, Spotlight on The Martian and more! launched its “Kounotori” H-II Transfer Vehicle, or HTV-5 from the Tanegashima Space Center to the International Space Station. The unpiloted cargo spacecraft is loaded with almost five tons of supplies and scientific experiments. It will spend about five weeks at the station. Also, National Aviation Day, First Atlantic hurricane of 2015, New hurricane mission, Spotlight on The Martian and more!

Mn2- x Y x (MoO4)3 Phosphor Excited by UV GaN-Based Light-Emitting Diode for White Emission

NASA Astrophysics Data System (ADS)

Chen, Lung-Chien; Tseng, Zong-Liang; Hsu, Ting-Chun; Yang, Shengyi; Chen, Yuan-Bin

2017-04-01

One option for low-cost white light-emitting diodes (LEDs) is the combination of a near-ultraviolet (UV) LED chip (382 nm) and a single phosphor. Such Mn2- x Y x (MoO4)3 single phosphors have been fabricated by a simple solid-state reaction route and their emission color tuned by controlling the Mn doping amount. The chromaticity coordinates of the white light emitted by the UV GaN LED with the MnY(MoO4)3 phosphor were x = 0.5204 and y = 0.4050 [correlated color temperature (CCT) = 7958 K].

Cell line specific modulation of connexin43 expression after exposure to ionizing radiation.

PubMed

Banaz-Yaşar, Ferya; Tischka, Rabea; Iliakis, George; Winterhager, Elke; Gellhaus, Alexandra

2005-01-01

Gap junctional intercellular communication plays a significant role in mediating radiation-induced bystander effects. However, the level of Cx43 itself is influenced by ionizing radiation, which could modify the bystander effect. Here we have investigated several cell lines for the modulation of Cx43 expression 24 h after irradiation with 5 Gy X-rays. The mouse endothelial cell line bEnd3 revealed a significantly elevated level of Cx43 already 15 min after exposure to X-rays, whereas human hybrid endothelial cells (EA.hy926) exhibited a transient downregulation of Cx43 mRNA. No obvious changes in the communication properties of the different cell lines could be observed after irradiation. The communication-deficient malignant human trophoblast cell line Jeg3 stably transfected with Cx43 did not reveal any induction of endogenous nor alteration in the exogenous Cx43 transcript level upon exposure to 5 Gy. Taken together, our data show a cell line specific modulation of Cx43 expression after exposure to X-rays.

Reduced-Order Aerothermoelastic Analysis of Hypersonic Vehicle Structures

DTIC Science & Technology

2012-01-01

concentrates on performance of the scramjet powered X-43 vehicle and flight data relative to pretest predictions and some limited posttest analysis...for his dedication to my development both as a student and as a person. He has given me the freedom to pursue my specific research interests and has...to grow as a researcher and engineer. I am especially grateful for the opportunities he has provided for me to attend technical conferences which have

Evaluating Experiential Leader Development: A Programmatic Evaluation and Comparison of the Effectiveness of US Air Force Squadron Officer School Curricula

DTIC Science & Technology

2008-03-01

programs regularly use mean differences between pretest and posttest measurements to represent program impact. However, research shows that participants...al. (2005) conducted a one-way comparison of models, using a single group’s pretest and posttest scores. The 2x2 structure of this research requires...for self-reports.........................................43 6. Within group across occasion ( pretest , posttest ) means, mean differences

MRM2/Poisk approaches the ISS

NASA Image and Video Library

2009-11-12

ISS021-E-024527 (12 Nov. 2009) --- The new unpiloted Russian Mini-Research Module 2 (MRM2), also known as Poisk, approaches the International Space Station. The MRM2 docked to the space-facing port of the Zvezda Service Module at 9:41 a.m. (CST) on Nov. 12, 2009. It began its trip to the station when it was launched aboard a Soyuz rocket from the Baikonur Cosmodrome in Kazakhstan on Nov. 10. Poisk is a Russian term that translates to search, seek and explore. It will provide an additional docking port for visiting Russian spacecrafts and will serve as an extra airlock for spacewalkers wearing Russian Orlan spacesuits. Poisk joins a Russian Progress resupply vehicle and two Russian Soyuz spacecraft currently docked at the station.

X-43 Hypersonic Vehicle Technology Development

NASA Technical Reports Server (NTRS)

Voland, Randall T.; Huebner, Lawrence D.; McClinton, Charles R.

2005-01-01

NASA recently completed two major programs in Hypersonics: Hyper-X, with the record-breaking flights of the X-43A, and the Next Generation Launch Technology (NGLT) Program. The X-43A flights, the culmination of the Hyper-X Program, were the first-ever examples of a scramjet engine propelling a hypersonic vehicle and provided unique, convincing, detailed flight data required to validate the design tools needed for design and development of future operational hypersonic airbreathing vehicles. Concurrent with Hyper-X, NASA's NGLT Program focused on technologies needed for future revolutionary launch vehicles. The NGLT was "competed" by NASA in response to the President s redirection of the agency to space exploration, after making significant progress towards maturing technologies required to enable airbreathing hypersonic launch vehicles. NGLT quantified the benefits, identified technology needs, developed airframe and propulsion technology, chartered a broad University base, and developed detailed plans to mature and validate hypersonic airbreathing technology for space access. NASA is currently in the process of defining plans for a new Hypersonic Technology Program. Details of that plan are not currently available. This paper highlights results from the successful Mach 7 and 10 flights of the X-43A, and the current state of hypersonic technology.

NASA's B-52 mother ship carries the X-43A and its booster rocket on a captive carry flight Jan. 26, 2004

NASA Image and Video Library

2004-01-26

NASA's historic B-52 mother ship carried the X-43A and its Pegasus booster rocket on a captive carry flight from Edwards Air Force Base Jan. 26, 2004. The X-43A and its booster remained mated to the B-52 throughout the two-hour flight, intended to check its readiness for launch. The hydrogen-fueled aircraft is autonomous and has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

New way to produce dense double-antikaonic dibaryon system, 𝐾̄𝐾̄NN, through Λ(1405)-doorway sticking in p + p collisions

PubMed Central

YAMAZAKI, Toshimitsu; AKAISHI, Yoshinori; HASSANVAND, Maryam

2011-01-01

A recent successful observation of a dense and deeply bound 𝐾̄ nuclear system, K−pp, in the p + p → K+ + K−pp reaction in a DISTO experiment indicates that the double-𝐾̄ dibaryon, K−K−pp, which was predicted to be a dense nuclear system, can also be formed in p + p collisions. We find theoretically that the K−-K− repulsion plays no significant role in reducing the density and binding energy of K−K−pp and that, when two Λ(1405) resonances are produced simultaneously in a short-range p + p collision, they act as doorways to copious formation of K−K−pp, if and only if K−K−pp is a dense object, as predicted. PMID:21670568

Thermostructural Analysis of Unconventional Wing Structures of a Hyper-X Hypersonic Flight Research Vehicle for the Mach 7 Mission

NASA Technical Reports Server (NTRS)

Ko, William L.; Gong, Leslie

2001-01-01

Heat transfer, thermal stresses, and thermal buckling analyses were performed on the unconventional wing structures of a Hyper-X hypersonic flight research vehicle (designated as X-43) subjected to nominal Mach 7 aerodynamic heating. A wing midspan cross section was selected for the heat transfer and thermal stress analyses. Thermal buckling analysis was performed on three regions of the wing skin (lower or upper); 1) a fore wing panel, 2) an aft wing panel, and 3) a unit panel at the middle of the aft wing panel. A fourth thermal buckling analysis was performed on a midspan wing segment. The unit panel region is identified as the potential thermal buckling initiation zone. Therefore, thermal buckling analysis of the Hyper-X wing panels could be reduced to the thermal buckling analysis of that unit panel. "Buckling temperature magnification factors" were established. Structural temperature-time histories are presented. The results show that the concerns of shear failure at wing and spar welded sites, and of thermal buckling of Hyper-X wing panels, may not arise under Mach 7 conditions.

EC00-0198-2

NASA Image and Video Library

2000-06-22

Aerospace industry representatives view actual and mock-up versions of 'X-Planes' intended to enhance access to space during a technical exposition on June 22, 2000 at Dryden Flight Research Center, Edwards, California. From left to right: NASA's B-52 launch aircraft, in service with NASA from 1959 to 2004; a neutral-buoyancy model of the Boeing's X-37; the Boeing X-40A behind the MicroCraft X-43 mock-up; Orbital Science's X-34 and the modified Lockheed L-1011 airliner that was intended to launch the X-34. These X-vehicles are part of NASA's Access to Space plan intended to bring new technologies to bear in an effort to dramatically lower the cost of putting payloads in space, and near-space environments. The June 22, 2000 NASA Reusable Launch Vehicle (RLV) Technology Exposition included presentations on the history, present, and future of NASA's RLV program. Special Sessions for industry representatives highlighted the X-37 project and its related technologies. The X-37 project is managed by NASA's Marshall Space Flight Center, Huntsville, Alabama.

EC00-0198-102

NASA Image and Video Library

2000-06-22

Aerospace industry representatives view actual and mock-up versions of 'X-Planes' intended to enhance access to space during a technical exposition on June 22, 2000 at Dryden Flight Research Center, Edwards, California. From left to right: NASA's B-52 launch aircraft, in service with NASA since 1959; a neutral-buoyancy model of the Boeing's X-37; the Boeing X-40A behind the MicroCraft X-43 mock-up; Orbital Science's X-34 and the modified Lockheed L-1011 airliner that was intended to launch the X-34. These X-vehicles are part of NASA's Access to Space plan intended to bring new technologies to bear in an effort to dramatically lower the cost of putting payloads in space, and near-space environments. The June 22, 2000 NASA Reusable Launch Vehicle (RLV) Technology Exposition included presentations on the history, present, and future of NASA's RLV program. Special Sessions for industry representatives highlighted the X-37 project and its related technologies. The X-37 project is managed by NASA's Marshall Space Flight Center, Huntsville, Alabama.

EC00-0198-1

NASA Image and Video Library

2000-06-22

Aerospace industry representatives view actual and mock-up versions of 'X-Planes' intended to enhance access to space during a technical exposition on June 22, 2000 at Dryden Flight Research Center, Edwards, California. From left to right: NASA's B-52 launch aircraft, in service with NASA from 1959 to 2004; a neutral-buoyancy model of the Boeing's X-37; the Boeing X-40A behind the MicroCraft X-43 mock-up; Orbital Science's X-34 and the modified Lockheed L-1011 airliner that was intended to launch the X-34. These X-vehicles are part of NASA's Access to Space plan intended to bring new technologies to bear in an effort to dramatically lower the cost of putting payloads in space, and near-space environments. The June 22, 2000 NASA Reusable Launch Vehicle (RLV) Technology Exposition included presentations on the history, present, and future of NASA's RLV program. Special Sessions for industry representatives highlighted the X-37 project and its related technologies. The X-37 project is managed by NASA's Marshall Space Flight Center, Huntsville, Alabama.

EC00-0198-85

NASA Image and Video Library

2000-06-22

Aerospace industry representatives view actual and mock-up versions of 'X-Planes' intended to enhance access to space during a technical exposition on June 22, 2000 at Dryden Flight Research Center, Edwards, California. From left to right: NASA's B-52 launch aircraft, in service with NASA since 1959; a neutral-buoyancy model of the Boeing's X-37; the Boeing X-40A behind the MicroCraft X-43 mock-up; Orbital Science's X-34 and the modified Lockheed L-1011 airliner that was intended to launch the X-34. These X-vehicles are part of NASA's Access to Space plan intended to bring new technologies to bear in an effort to dramatically lower the cost of putting payloads in space, and near-space environments. The June 22, 2000 NASA Reusable Launch Vehicle (RLV) Technology Exposition included presentations on the history, present, and future of NASA's RLV program. Special Sessions for industry representatives highlighted the X-37 project and its related technologies. The X-37 project is managed by NASA's Marshall Space Flight Center, Huntsville, Alabama.

[Investigation of nitrogen, phosphorus and microbial contamination in Laolongdong underground river system of Chongqing].

PubMed

Lan, Jia-Cheng; Yang, Ping-Heng; Ren, Kun; Chen, Xue-Bin; Xu, Xin; Hu, Ning

2014-04-01

With urbanization, groundwater in China has been widely polluted. Karst groundwater is important in southwest China, and would be difficult to recover once contaminated. NO3(-), PO4(3), NH4(+), total coliform, total E. coli and fecal coliform were chosen as indexes in the study of groundwater of Laolongdong Underground River System in Nanshan Mountain, Chongqing. After a few years of survey, the results showed that NO3(-), NH4(+) and PO4(3-) concentrations in the water were all above the nature value, especially NH4(+) and PO4(3-). The NO3(-) concentration of Guihuawan spring ranged from 19.78-68.55 mg x L(-1), in some months, above the recommended water quality guideline (50 mg x L(-1)) according to Standards for Drinking Water Quality set by World Health Organization. NH4(+) and PO4(3-) concentrations in Laolongdong underground river varied from 2.71-12.92 mg x L(-1) and 0.16-11.22 mg x L(-1). The NO3(-) concentration in Laolongdong underground river was lower than in karst spring; however, the concentrations of NH4(+) and PO4(3-) were higher than in the spring. It seemed that the NO3(-) concentration tended to decrease from 2008 to 2013 in the underground river caused by urbanization, reduction of farmland and reducing environment. However, waste water with a high PO4(3-) concentration led to an increasing trend in the PO4(3-) concentration in underground river. Microbial contamination was extremely serious, and even far exceeded class V of water quality standards of China. For example, the concentration of fecal coliform in the groundwater ranged from 3.4 x 10(4)-3.68 x 10(4) CFU x mL(-1). Because of the special hydrogeological structure, karst depressions, skylights and sinkholes can lead pollutants easily to the underground water. Agriculture activity, sewage from towns, enterprises and residential areas were the major sources of nitrogen, phosphorus and microbial contamination.

Russian Cargo Craft Launches for Journey to International Space Station

NASA Image and Video Library

2017-10-14

The unpiloted Russian ISS Progress 68 cargo craft launched to the International Space Station Oct. 14 from the Baikonur Cosmodrome in Kazakhstan. The Progress carried almost three tons of food, fuel and supplies for the Expedition 53 crew on the station.

MRM2/Poisk approaches the ISS

NASA Image and Video Library

2009-11-12

ISS021-E-024524 (12 Nov. 2009) --- Backdropped by a blue and white part of Earth, the new unpiloted Russian Mini-Research Module 2 (MRM2), also known as Poisk, approaches the International Space Station. The MRM2 docked to the space-facing port of the Zvezda Service Module at 9:41 a.m. (CST) on Nov. 12, 2009. It began its trip to the station when it was launched aboard a Soyuz rocket from the Baikonur Cosmodrome in Kazakhstan on Nov. 10. Poisk is a Russian term that translates to search, seek and explore. It will provide an additional docking port for visiting Russian spacecrafts and will serve as an extra airlock for spacewalkers wearing Russian Orlan spacesuits. Poisk joins a Russian Progress resupply vehicle and two Russian Soyuz spacecraft currently docked at the station.

MRM2/Poisk approaches the ISS

NASA Image and Video Library

2009-11-12

ISS021-E-024520 (12 Nov. 2009) --- Backdropped by a blue and white part of Earth, the new unpiloted Russian Mini-Research Module 2 (MRM2), also known as Poisk, approaches the International Space Station. The MRM2 docked to the space-facing port of the Zvezda Service Module at 9:41 a.m. (CST) on Nov. 12, 2009. It began its trip to the station when it was launched aboard a Soyuz rocket from the Baikonur Cosmodrome in Kazakhstan on Nov. 10. Poisk is a Russian term that translates to search, seek and explore. It will provide an additional docking port for visiting Russian spacecrafts and will serve as an extra airlock for spacewalkers wearing Russian Orlan spacesuits. Poisk joins a Russian Progress resupply vehicle and two Russian Soyuz spacecraft currently docked at the station.

MRM2/Poisk approaches the ISS

NASA Image and Video Library

2009-11-12

ISS021-E-024522 (12 Nov. 2009) --- Backdropped by a blue and white part of Earth, the new unpiloted Russian Mini-Research Module 2 (MRM2), also known as Poisk, approaches the International Space Station. The MRM2 docked to the space-facing port of the Zvezda Service Module at 9:41 a.m. (CST) on Nov. 12, 2009. It began its trip to the station when it was launched aboard a Soyuz rocket from the Baikonur Cosmodrome in Kazakhstan on Nov. 10. Poisk is a Russian term that translates to search, seek and explore. It will provide an additional docking port for visiting Russian spacecrafts and will serve as an extra airlock for spacewalkers wearing Russian Orlan spacesuits. Poisk joins a Russian Progress resupply vehicle and two Russian Soyuz spacecraft currently docked at the station.

MRM2/Poisk approaches the ISS

NASA Image and Video Library

2009-11-12

ISS021-E-024517 (12 Nov. 2009) --- Backdropped by a blue and white part of Earth, the new unpiloted Russian Mini-Research Module 2 (MRM2), also known as Poisk, approaches the International Space Station. The MRM2 docked to the space-facing port of the Zvezda Service Module at 9:41 a.m. (CST) on Nov. 12, 2009. It began its trip to the station when it was launched aboard a Soyuz rocket from the Baikonur Cosmodrome in Kazakhstan on Nov. 10. Poisk is a Russian term that translates to search, seek and explore. It will provide an additional docking port for visiting Russian spacecrafts and will serve as an extra airlock for spacewalkers wearing Russian Orlan spacesuits. Poisk joins a Russian Progress resupply vehicle and two Russian Soyuz spacecraft currently docked at the station.

MRM2/Poisk approaches the ISS

NASA Image and Video Library

2009-11-12

ISS021-E-024516 (12 Nov. 2009) --- Backdropped by a blue and white part of Earth, the new unpiloted Russian Mini-Research Module 2 (MRM2), also known as Poisk, approaches the International Space Station. The MRM2 docked to the space-facing port of the Zvezda Service Module at 9:41 a.m. (CST) on Nov. 12, 2009. It began its trip to the station when it was launched aboard a Soyuz rocket from the Baikonur Cosmodrome in Kazakhstan on Nov. 10. Poisk is a Russian term that translates to search, seek and explore. It will provide an additional docking port for visiting Russian spacecrafts and will serve as an extra airlock for spacewalkers wearing Russian Orlan spacesuits. Poisk joins a Russian Progress resupply vehicle and two Russian Soyuz spacecraft currently docked at the station.

MRM2/Poisk approaches the ISS

NASA Image and Video Library

2009-11-12

ISS021-E-024518 (12 Nov. 2009) --- Backdropped by a blue and white part of Earth, the new unpiloted Russian Mini-Research Module 2 (MRM2), also known as Poisk, approaches the International Space Station. The MRM2 docked to the space-facing port of the Zvezda Service Module at 9:41 a.m. (CST) on Nov. 12, 2009. It began its trip to the station when it was launched aboard a Soyuz rocket from the Baikonur Cosmodrome in Kazakhstan on Nov. 10. Poisk is a Russian term that translates to search, seek and explore. It will provide an additional docking port for visiting Russian spacecrafts and will serve as an extra airlock for spacewalkers wearing Russian Orlan spacesuits. Poisk joins a Russian Progress resupply vehicle and two Russian Soyuz spacecraft currently docked at the station.

Preparation and Electrochemical Properties of Li3V2(PO4)3−xBrx/Carbon Composites as Cathode Materials for Lithium-Ion Batteries

PubMed Central

Cao, Xiaoyu; Mo, Lulu; Zhu, Limin; Xie, Lingling

2017-01-01

Li3V2(PO4)3−xBrx/carbon (x = 0.08, 0.14, 0.20, and 0.26) composites as cathode materials for lithium-ion batteries were prepared through partially substituting PO43− with Br−, via a rheological phase reaction method. The crystal structure and morphology of the as-prepared composites were characterized by X-ray diffraction (XRD) and scanning electron microscopy (SEM), and electrochemical properties were evaluated by charge/discharge cycling and electrochemical impedance spectroscopy (EIS). XRD results reveal that the Li3V2(PO4)3−xBrx/carbon composites with solid solution phase are well crystallized and have the same monoclinic structure as the pristine Li3V2(PO4)3/carbon composite. It is indicated by SEM images that the Li3V2(PO4)3−xBrx/carbon composites possess large and irregular particles, with an increasing Br− content. Among the Li3V2(PO4)3−xBrx/carbon composites, the Li3V2(PO4)2.86Br0.14/carbon composite shows the highest initial discharge capacity of 178.33 mAh·g−1 at the current rate of 30 mA·g−1 in the voltage range of 4.8–3.0 V, and the discharge capacity of 139.66 mAh·g−1 remains after 100 charge/discharge cycles. Even if operated at the current rate of 90 mA·g−1, Li3V2(PO4)2.86Br0.14/carbon composite still releases the initial discharge capacity of 156.57 mAh·g−1, and the discharge capacity of 123.3 mAh·g−1 can be maintained after the same number of cycles, which is beyond the discharge capacity and cycleability of the pristine Li3V2(PO4)3/carbon composite. EIS results imply that the Li3V2(PO4)2.86Br0.14/carbon composite demonstrates a decreased charge transfer resistance and preserves a good interfacial compatibility between solid electrode and electrolyte solution, compared with the pristine Li3V2(PO4)3/carbon composite upon cycling. PMID:28336886

MRM2/Poisk approaches the ISS

NASA Image and Video Library

2009-11-12

ISS021-E-024531 (12 Nov. 2009) --- Backdropped by Earth’s horizon and the blackness of space, the new unpiloted Russian Mini-Research Module 2 (MRM2), also known as Poisk, approaches the International Space Station. The MRM2 docked to the space-facing port of the Zvezda Service Module at 9:41 a.m. (CST) on Nov. 12, 2009. It began its trip to the station when it was launched aboard a Soyuz rocket from the Baikonur Cosmodrome in Kazakhstan on Nov. 10. Poisk is a Russian term that translates to search, seek and explore. It will provide an additional docking port for visiting Russian spacecrafts and will serve as an extra airlock for spacewalkers wearing Russian Orlan spacesuits. Poisk joins a Russian Progress resupply vehicle and two Russian Soyuz spacecraft currently docked at the station.

MRM2/Poisk approaches the ISS

NASA Image and Video Library

2009-11-12

ISS021-E-024534 (12 Nov. 2009) --- Backdropped by Earth’s horizon and the blackness of space, the new unpiloted Russian Mini-Research Module 2 (MRM2), also known as Poisk, approaches the International Space Station. The MRM2 docked to the space-facing port of the Zvezda Service Module at 9:41 a.m. (CST) on Nov. 12, 2009. It began its trip to the station when it was launched aboard a Soyuz rocket from the Baikonur Cosmodrome in Kazakhstan on Nov. 10. Poisk is a Russian term that translates to search, seek and explore. It will provide an additional docking port for visiting Russian spacecrafts and will serve as an extra airlock for spacewalkers wearing Russian Orlan spacesuits. Poisk joins a Russian Progress resupply vehicle and two Russian Soyuz spacecraft currently docked at the station.

An Analytical Explanation for the X-43A Flush Air Data Sensing System Pressure Mismatch Between Flight and Theory

NASA Technical Reports Server (NTRS)

Ellsworth, Joel C.

2010-01-01

Following the successful Mach 7 flight test of the X-43A, unexpectedly low pressures were measured by the aft set of the onboard Flush Air Data Sensing System s pressure ports. These in-flight aft port readings were significantly lower below Mach 3.5 than was predicted by theory. The same lower readings were also seen in the Mach 10 flight of the X-43A and in wind-tunnel data. The pre-flight predictions were developed based on 2-dimensional wedge flow, which fails to predict some of the significant 3-dimensional flow features in this geometry at lower Mach numbers. Using Volterra s solution to the wave equation as a starting point, a three-dimensional finite wedge approximation to flow over the X-43A forebody is presented. The surface pressures from this approximation compare favorably with the measured wind tunnel and flight data at speeds of Mach 2.5 and 3.

Tandem pseudopericyclic reactions: [1,5]-X sigmatropic shift/6pi-electrocyclic ring closure converting N-(2-X-carbonyl)phenyl ketenimines into 2-X-quinolin-4(3H)-ones.

PubMed

Alajarín, Mateo; Ortín, María-Mar; Sanchez-Andrada, Pilar; Vidal, Angel

2006-10-13

N-(2-X-Carbonyl)phenyl ketenimines undergo, under mild thermal conditions, [1,5]-migration of the X group from the carbonyl carbon to the electron-deficient central carbon atom of the ketenimine fragment, followed by a 6pi-electrocyclic ring closure of the resulting ketene to provide 2-X-substituted quinolin-4(3H)-ones in a sequential one-pot manner. The X groups tested are electron-donor groups, such as alkylthio, arylthio, arylseleno, aryloxy, and amino. When involving alkylthio, arylthio, and arylseleno groups, the complete transformation takes place in refluxing toluene, whereas for aryloxy and amino groups the starting ketenimines must be heated at 230 degrees C in a sealed tube in the absence of solvent. The mechanism for the conversion of these ketenimines into quinolin-4(3H)-ones has been studied by ab initio and DFT calculations, using as model compounds N-(2-X-carbonyl)vinyl ketenimines bearing different X groups (X = F, Cl, OH, SH, NH(2), and PH(2)) converting into 4(3H)-pyridones. This computational study afforded two general reaction pathways for the first step of the sequence, the [1,5]-X shift, depending on the nature of X. When X is F, Cl, OH, or SH, the migration occurs in a concerted mode, whereas when X is NH(2) or PH(2), it involves a two-step sequence. The order of migratory aptitudes of the X substituents at the acyl group is predicted to be PH(2) > Cl > SH > NH(2) > F> OH. The second step of the full transformation, the 6pi-electrocyclic ring closure, is calculated to be concerted and with low energy barriers in all the cases. We have included in the calculations an alternative mode of cyclization of the N-(2-X-carbonyl)vinyl ketenimines, the 6pi-electrocyclic ring closure leading to 1,3-oxazines that involves its 1-oxo-5-aza-1,3,5-hexatrienic system. Additionally, the pseudopericyclic topology of the transition states for some of the [1,5]-X migrations (X = F, Cl, OH, SH), for the 6pi-electrocyclization of the ketene intermediates to the 4(3H)-pyridones, and for the 6pi-electrocyclization of the starting ketenimines into 1,3-oxazines could be established on the basis of their geometries, natural bond orbital analyses, and magnetic properties. The calculations predict that the 4(3H)-pyridones are the thermodynamically controlled products and that the 1,3-oxazines should be the kinetically controlled ones.

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

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

2008-01-01

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

Characterization, dissolution and solubility of the hydroxypyromorphite-hydroxyapatite solid solution [(PbxCa1-x)5(PO4)3OH] at 25 °C and pH 2-9.

PubMed

Zhu, Yinian; Huang, Bin; Zhu, Zongqiang; Liu, Huili; Huang, Yanhua; Zhao, Xin; Liang, Meina

2016-01-01

The interaction between Ca-HAP and Pb(2+) solution can result in the formation of a hydroxyapatite-hydroxypyromorphite solid solution [(PbxCa1-x)5(PO4)3(OH)], which can greatly affect the transport and distribution of toxic Pb in water, rock and soil. Therefore, it's necessary to know the physicochemical properties of (PbxCa1-x)5(PO4)3(OH), predominantly its thermodynamic solubility and stability in aqueous solution. Nevertheless, no experiment on the dissolution and related thermodynamic data has been reported. Dissolution of the hydroxypyromorphite-hydroxyapatite solid solution [(PbxCa1-x)5(PO4)3(OH)] in aqueous solution at 25 °C was experimentally studied. The aqueous concentrations were greatly affected by the Pb/(Pb + Ca) molar ratios (XPb) of the solids. For the solids with high XPb [(Pb0.89Ca0.11)5(PO4)3OH], the aqueous Pb(2+) concentrations increased rapidly with time and reached a peak value after 240-720 h dissolution, and then decreased gradually and reached a stable state after 5040 h dissolution. For the solids with low XPb (0.00-0.80), the aqueous Pb(2+) concentrations increased quickly with time and reached a peak value after 1-12 h dissolution, and then decreased gradually and attained a stable state after 720-2160 h dissolution. The dissolution process of the solids with high XPb (0.89-1.00) was different from that of the solids with low XPb (0.00-0.80). The average K sp values were estimated to be 10(-80.77±0.20) (10(-80.57)-10(-80.96)) for hydroxypyromorphite [Pb5(PO4)3OH] and 10(-58.38±0.07) (10(-58.31)-10(-58.46)) for calcium hydroxyapatite [Ca5(PO4)3OH]. The Gibbs free energies of formation (ΔG f (o) ) were determined to be -3796.71 and -6314.63 kJ/mol, respectively. The solubility decreased with the increasing Pb/(Pb + Ca) molar ratios (XPb) of (PbxCa1‒x)5(PO4)3(OH). For the dissolution at 25 °C with an initial pH of 2.00, the experimental data plotted on the Lippmann diagram showed that the solid solution (PbxCa1-x)5(PO4)3(OH) dissolved stoichiometrically at the early stage of dissolution and moved gradually up to the Lippmann solutus curve and the saturation curve for Pb5(PO4)3OH, and then the data points moved along the Lippmann solutus curve from right to left. The Pb-rich (PbxCa1-x)5(PO4)3(OH) was in equilibrium with the Ca-rich aqueous solution. Graphical abstractLippmann diagrams for dissolution of the hydroxypyromorphite-hydroxyapatite solid solution [(PbxCa1-x)5(PO4)3OH] at 25 ˚C and an initial pH of 2.00.

Thermal expansion of phosphates with the NaZr2(PO4)3 structure containing lanthanides and zirconium: R 0.33Zr2(PO4)3 ( R = Nd, Eu, Er) and Er0.33(1- x) Zr0.25 x Zr2(PO4)3

NASA Astrophysics Data System (ADS)

Volgutov, V. Yu.; Orlova, A. I.

2015-09-01

Phosphates R 0.33Zr2(PO4)3 ( R = Nd, Eu, or Er) and Er0.33(1- х)Zr0.25Zr2(PO4)3 ( х = 0, 0.25, 0.5, 0.75, 1.0) of the NaZr2(PO4)3 family have been synthesized and investigated by high-temperature X-ray diffraction. The crystallochemical approach is used to obtain compounds with expected small and controllable thermal-expansion parameters. Phosphates with close-to-zero thermal-expansion parameters, including those with low thermal-expansion anisotropy, have been obtained: Nd0.33Zr2(PO4)3 with α a =-2.21 × 10-6 °С-1, α c = 0.81 × 10-6 °С-1, and Δα = 3.02 × 10-6 °С-1 and Er0.08Zr0.19Zr2(PO4)3 with α a =-1.86 × 10-6 °С-1, α c = 1.73 × 10-6 °С-1, and Δα = 3.58 × 10-6 °С-1.

[Ovicidal and larvicidal activity in vitro of Eucalyptus globulus essential oils on Haemonchus contortus].

PubMed

Macedo, Iara T F; Bevilaqua, Claudia M L; de Oliveira, Lorena M B; Camurça-Vasconcelos, Ana L F; Vieira, Luiz da S; Oliveira, Fabrício R; Queiroz-Junior, Eudson M; Portela, Bruno G; Barros, Renata S; Chagas, Ana C S

2009-01-01

The objective of this work was to evaluate ovicidal and larvicidal effects of Eucalyptus globulus essential oil (EGEO) on Haemonchus contortus. The chemical composition determination of EGEO was through gas chromatography and mass spectrometry. Egg hatch test (EHT) was performed in concentrations 21.75; 17.4; 8.7; 5.43 e 2.71 mg x mL(-1). In larval development test (LDT) were used the concentrations 43.5; 21.75; 10.87; 5.43 e 2.71 mg x mL(-1). Each trial was conducted by negative control with Tween 80 (3%) and positive control, 0.02 mg x mL(-1) of thiabendazole in EHT and 0.008 mg x mL(-1) of ivermectin in LDT. The maximum effectiveness of EGEO on eggs was 99.3% in concentration of 21.75 mg x mL(-1) and on larvae was 98.7% in concentration 43.5 mg x mL(-1). The concentration of EGEO that inhibits 50% of the eggs and larvae was 8.3 and 6.92 mg x mL(-1), respectively. The oil chemical analysis identified as main component the monoterpen 1,8-cineol. EGEO presented ovicidal and larvicidal activities in vitro, revealing a good potential for use in the control of sheep and goat gastrointestinal nematodes.

UAVSAR Flight-Planning System

NASA Technical Reports Server (NTRS)

2008-01-01

A system of software partly automates planning of a flight of the Uninhabited Aerial Vehicle Synthetic Aperture Radar (UAVSAR) -- a polarimetric synthetic-aperture radar system aboard an unpiloted or minimally piloted airplane. The software constructs a flight plan that specifies not only the intended flight path but also the setup of the radar system at each point along the path.

On display during a technical exposition at Dryden are NASA's B-52 launch aircraft, Boeing's X-37, B

NASA Technical Reports Server (NTRS)

2000-01-01

Aerospace industry representatives view actual and mock-up versions of 'X-Planes' intended to enhance access to space during a technical exposition on June 22, 2000 at Dryden Flight Research Center, Edwards, California. From left to right: NASA's B-52 launch aircraft, in service with NASA since 1959; a neutral-buoyancy model of the Boeing's X-37; the Boeing X-40A behind the MicroCraft X-43 mock-up; Orbital Science's X-34 and the modified Lockheed L-1011 airliner that was to launch the X-34. These X-vehicles are part of NASA's Access to Space plan intended to bring new technologies to bear in an effort to dramatically lower the cost of putting payloads in space, and near-space environments. The June 22, 2000 NASA Reusable Launch Vehicle (RLV) Technology Exposition included presentations on the history, present, and future of NASA's RLV program. Special Sessions for industry representatives highlighted the X-37 project and its related technologies. The X-37 project is managed by NASA's Marshall Space Flight Center, Huntsville, Alabama.

Effects of ageing and streptozotocin-induced diabetes on connexin43 and P2 purinoceptor expression in the rat corpora cavernosa and urinary bladder.

PubMed

Suadicani, Sylvia O; Urban-Maldonado, Marcia; Tar, Moses T; Melman, Arnold; Spray, David C

2009-06-01

To investigate whether ageing and diabetes alter the expression of the gap junction protein connexin43 (Cx43) and of particular purinoceptor (P2R) subtypes in the corpus cavernosum and urinary bladder, and determine whether changes in expression of these proteins correlate with development of erectile and bladder dysfunction in diabetic and ageing rats. Erectile and bladder function of streptozotocin (STZ)-induced diabetic, insulin-treated and age-matched control Fischer-344 rats were evaluated 2, 4 and 8 months after diabetes induction by in vivo cystometry and cavernosometry. Corporal and bladder tissue were then isolated at each of these sample times and protein expression levels of Cx43 and of various P2R subtypes were determined by Western blotting. In the corpora of control rats ageing was accompanied by a significant decrease in Cx43 and P2X(1)R, and increase in P2X(7)R expression. There was decreased Cx43 and increased P2Y(4)R expression in the ageing control rat bladder. There was a significant negative correlation between erectile capacity and P2X(1)R expression levels, and a positive correlation between bladder spontaneous activity and P2Y(4)R expression levels. There was already development of erectile dysfunction and bladder overactivity at 2 months after inducing diabetes, the earliest sample measured in the study. The development of these urogenital complications was accompanied by significant decreases in Cx43, P2Y(2)R, P2X(4)R and increase in P2X(1)R expression in the corpora, and by a doubling in Cx43 and P2Y(2)R, and significant increase in P2Y(4)R expression in the bladder. Changes in Cx43 and P2R expression were largely prevented by insulin therapy. Ageing and diabetes mellitus markedly altered the expression of the gap junction protein Cx43 and of particular P2R subtypes in the rat penile corpora and urinary bladder. These changes in Cx43 and P2R expression provide the molecular substrate for altered gap junction and purinergic signalling in these tissues, and thus probably contribute to the early development of erectile dysfunction and higher detrusor activity in ageing and in diabetic rats.

Aerospace industry representatives view actual and mock-up versions of 'X-Planes' intended to enhanc

NASA Technical Reports Server (NTRS)

2000-01-01

Aerospace industry representatives view actual and mock-up versions of 'X-Planes' intended to enhance access to space during a technical exposition on June 22, 2000 at Dryden Flight Research Center, Edwards, California. From left to right: NASA's B-52 launch aircraft, in service with NASA since 1959; a neutral-buoyancy model of the Boeing's X-37; the Boeing X-40A behind the MicroCraft X-43 mock-up; Orbital Science's X-34 and the modified Lockheed L-1011 airliner that was to launch the X-34. These X-vehicles are part of NASA's Access to Space plan intended to bring new technologies to bear in an effort to dramatically lower the cost of putting payloads in space, and near-space environments. The June 22, 2000 NASA Reusable Launch Vehicle (RLV) Technology Exposition included presentations on the history, present, and future of NASA's RLV program. Special Sessions for industry representatives highlighted the X-37 project and its related technologies. The X-37 project is managed by NASA's Marshall Space Flight Center, Huntsville, Alabama.

At NASA Dryden, Aerospace industry representatives view actual and mock-up versions of 'X-Planes' in

NASA Technical Reports Server (NTRS)

2000-01-01

Aerospace industry representatives view actual and mock-up versions of 'X-Planes' intended to enhance access to space during a technical exposition on June 22, 2000 at Dryden Flight Research Center, Edwards, California. From left to right: NASA's B-52 launch aircraft, in service with NASA since 1959; a neutral-buoyancy model of the Boeing's X-37; the Boeing X-40A behind the MicroCraft X-43 mock-up; Orbital Science's X-34 and the modified Lockheed L-1011 airliner that was to launch the X-34. These X-vehicles are part of NASA's Access to Space plan intended to bring new technologies to bear in an effort to dramatically lower the cost of putting payloads in space, and near-space environments. The June 22, 2000 NASA Reusable Launch Vehicle (RLV) Technology Exposition included presentations on the history, present, and future of NASA's RLV program. Special Sessions for industry representatives highlighted the X-37 project and its related technologies. The X-37 project is managed by NASA's Marshall Space Flight Center, Huntsville, Alabama.

Space X-3 Social Media Tour of KSC Facilities

NASA Image and Video Library

2014-03-14

CAPE CANAVERAL, Fla. – A group of news media and social media tweeters toured the Launch Abort System Facility and viewed the launch abort system for the Orion spacecraft at NASA's Kennedy Space Center in Florida. Speaking to the group is Scott Wilson, manager of Production Operations for the Orion Program. The group also toured the Launch Control Center and Vehicle Assembly Building, legacy facilities that are being upgraded by the Ground Systems Development and Operations Program at Kennedy to prepare for processing and launch of NASA's Space Launch System and Orion spacecraft. NASA is developing the Space Launch System and Orion spacecraft to provide an entirely new capability for human exploration beyond low-Earth orbit, with the flexibility to launch spacecraft for crew and cargo missions, including to an asteroid and Mars. Orion’s first unpiloted test flight is scheduled to launch later this year atop a Delta IV rocket. A second uncrewed flight test is scheduled for fiscal year 2018 on the Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Cory Huston

Contingency Software in Autonomous Systems: Technical Level Briefing

NASA Technical Reports Server (NTRS)

Lutz, Robyn R.; Patterson-Hines, Ann

2006-01-01

Contingency management is essential to the robust operation of complex systems such as spacecraft and Unpiloted Aerial Vehicles (UAVs). Automatic contingency handling allows a faster response to unsafe scenarios with reduced human intervention on low-cost and extended missions. Results, applied to the Autonomous Rotorcraft Project and Mars Science Lab, pave the way to more resilient autonomous systems.

Review of the potential of silanes as rocket/scramjet fuels

NASA Astrophysics Data System (ADS)

Hidding, Bernhard; Pfitzner, Michael; Simone, Domenico; Bruno, Claudio

2008-07-01

Experimental use as well as theoretical considerations regarding silanes as fuels for spacecrafts and supersonic flight are reviewed. The historical circumstances leading to the utilization of monosilane as a fuel additive for scramjets are highlighted and milestones in the chemical research on silanes are summarized. Recent developments such as the use of monosilane as an ignition aid in the NASA X-43A scramjet flights as well as general progress in silicon hydride research, including liquid higher silanes and the resulting potential for the propulsion field are discussed.

Publications - GMC 43 | Alaska Division of Geological & Geophysical Surveys

Science.gov Websites

DGGS GMC 43 Publication Details Title: X-ray diffraction clay mineralogy analysis of 23 North Slope more information. Bibliographic Reference Unknown, 1983, X-ray diffraction clay mineralogy analysis of

49 CFR 177.848 - Segregation of hazardous materials.

Code of Federal Regulations, 2010 CFR

2010-10-01

... materials 4.3 X X X X O X O Oxidizers 5.1 A X X X X O O X O Organic peroxides 5.2 X X X X O X O Poisonous...”, ammonium nitrate (UN 1942) and ammonium nitrate fertilizer may be loaded or stored with Division 1.1...

P2X antagonists inhibit styryl dye entry into hair cells.

PubMed

Crumling, M A; Tong, M; Aschenbach, K L; Liu, L Qian; Pipitone, C M; Duncan, R K

2009-07-21

The styryl pyridinium dyes, FM1-43 and AM1-43, are fluorescent molecules that can permeate the mechanotransduction channels of hair cells, the sensory receptors of the inner ear. When these dyes are applied to hair cells, they enter the cytoplasm rapidly, resulting in a readily detectable intracellular fluorescence that is often used as a molecular indication of mechanotransduction channel activity. However, such dyes can also permeate the ATP receptor, P2X(2). Therefore, we explored the contribution of P2X receptors to the loading of hair cells with AM1-43. The chick inner ear was found to express P2X receptors and to release ATP, similar to the inner ear of mammals, allowing for the endogenous stimulation of P2X receptors. The involvement of these receptors was evaluated pharmacologically, by exposing the sensory epithelium of the chick inner ear to 5 microM AM1-43 under different experimental conditions and measuring the fluorescence in hair cells after fixation of the tissue. Pre-exposure of the tissue to 5 mM EGTA for 15 min, which should eliminate most of the gating "tip links" of the mechanotransduction channels, deceased fluorescence by only 44%. In contrast, P2X receptor antagonists (pyridoxalphosphate-6-azophenyl-2',4'-disulfonic acid [PPADS], suramin, 2',3'-O-(2,4,6-trinitrophenyl) ATP [TNP-ATP], and d-tubocurarine) had greater effects on dye loading. PPADS, suramin, and TNP-ATP all decreased intracellular AM1-43 fluorescence in hair cells by at least 69% when applied at a concentration of 100 microM. The difference between d-tubocurarine-treated and control fluorescence was statistically insignificant when d-tubocurarine was applied at a concentration that blocks the mechanotransduction channel (200 microM). At a concentration that also blocks P2X(2) receptors (2 mM), d-tubocurarine decreased dye loading by 72%. From these experiments, it appears that AM1-43 can enter hair cells through endogenously activated P2X receptors. Thus, the contribution of P2X receptors to dye entry should be considered when using styryl pyridinium dyes to detect hair cell mechanotransduction channel activity, especially in the absence of explicit mechanical stimulation of stereocilia.

Effects of ageing and streptozotocin–induced diabetes on connexin43 and P2 purinoceptor expression in the rat corpora cavernosa and urinary bladder

PubMed Central

Suadicani, Sylvia O.; Urban–Maldonado, Marcia; Tar, Moses T.; Melman, Arnold; Spray, David C.

2012-01-01

OBJECTIVE To investigate whether ageing and diabetes alter the expression of the gap junction protein connexin43 (Cx43) and of particular purinoceptor (P2R) subtypes in the corpus cavernosum and urinary bladder, and determine whether changes in expression of these proteins correlate with development of erectile and bladder dysfunction in diabetic and ageing rats. MATERIALS AND METHODS Erectile and bladder function of streptozotocin (STZ)-induced diabetic, insulin-treated and age-matched control Fischer-344 rats were evaluated 2, 4 and 8 months after diabetes induction by in vivo cystometry and cavernosometry. Corporal and bladder tissue were then isolated at each of these sample times and protein expression levels of Cx43 and of various P2R subtypes were determined by Western blotting. RESULTS In the corpora of control rats ageing was accompanied by a significant decrease in Cx43 and P2X1R, and increase in P2X7R expression. There was decreased Cx43 and increased P2Y4R expression in the ageing control rat bladder. There was a significant negative correlation between erectile capacity and P2X1R expression levels, and a positive correlation between bladder spontaneous activity and P2Y4R expression levels. There was already development of erectile dysfunction and bladder overactivity at 2 months after inducing diabetes, the earliest sample measured in the study. The development of these urogenital complications was accompanied by significant decreases in Cx43, P2Y2R, P2X4R and increase in P2X1R expression in the corpora, and by a doubling in Cx43 and P2Y2R, and significant increase in P2Y4R expression in the bladder. Changes in Cx43 and P2R expression were largely prevented by insulin therapy. CONCLUSION Ageing and diabetes mellitus markedly altered the expression of the gap junction protein Cx43 and of particular P2R subtypes in the rat penile corpora and urinary bladder. These changes in Cx43 and P2R expression provide the molecular substrate for altered gap junction and purinergic signalling in these tissues, and thus probably contribute to the early development of erectile dysfunction and higher detrusor activity in ageing and in diabetic rats. PMID:19154470

Biotransformation of Two-Line Silica-Ferrihydrite by a Dissimilatory Fe(III)-Reducing Bacterium: Formation of Carbonate Green Rust in the Presence of Phosphate

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

Kukkadapu, Ravi K.; Zachara, John M.; Fredrickson, Jim K.

The reductive biotransformation of two Si-ferrihydrite (0.01 and 0.05 mole% Si) coprecipiates by Shewanella putrefaciens, strain CN32, was investigated in 1,4-piperazinediethanesulfonic acid-buffered media (pH ~7) with lactate as the electron donor. Anthraquinone-2,6-disulfonate (electron shuttle) that stimulates respiration was present in the media. Experiments were performed without and with PO43- (ranging from 1 to 20 mmol/L in media containing 50 mmol/L Fe). Our objectives were to define the combined effects of SiO44- and PO43- on the bioreducibility and biomineralization of ferrihydrites under anoxic conditions. Iron reduction was measured as a function of time, solids were characterized by powder X-ray diffraction (XRD)more » and Mossbauer spectroscopy, and aqueous solutions were analyzed for Si, P, Cl- and inorganic carbon. Both of the ferrihydrites were rapidly reduced regardless of the Si content. Si concentration had no effect on the reduction rate or mineralization products. Magnetite was formed in the absence of PO43- whereas carbonate green rust GR(CO32-) ([FeII(6-x)FeIIIx(OH)12]x+(CO32-)0.5x.yH2O) and vivianite [Fe3(PO4)2.8H2O], were formed when PO43- was present. GR(CO32-) dominated as a mineral product in samples with < 4 mmol/L PO43-. The Fe(II)/Fe(III) ratio of GR(CO32-) varied with PO43- concentration; it was 2 in the 1 mmol/L PO43- and approached 1 in the 4- and 10-mmol/L PO43- samples. GR appeared to form by solid-state transformation of ferrihydrite. Medium PO43- concentration dictated the mechanism of transformation. In 1 mmol/L PO43- media, an intermediate Fe(II)/Fe(III) phase with structural Fe(II), which we tentatively assigned to a protomagnetite phase, slowly transformed to GR with time. In contrast, in medium with >4 mmol/L PO43-, a residual ferrihydrite with sorbed Fe2+ phase transformed to GR. Despite similar chemistries, PO43- was shown to have a profound effect on ferrihydrite biotransformations while that of SiO44- was minimal.« less

Antigenic and 3D structural characterization of soluble X4 and hybrid X4-R5 HIV-1 Env trimers

PubMed Central

2014-01-01

Background HIV-1 is decorated with trimeric glycoprotein spikes that enable infection by engaging CD4 and a chemokine coreceptor, either CCR5 or CXCR4. The variable loop 3 (V3) of the HIV-1 envelope protein (Env) is the main determinant for coreceptor usage. The predominant CCR5 using (R5) HIV-1 Env has been intensively studied in function and structure, whereas the trimeric architecture of the less frequent, but more cytopathic CXCR4 using (X4) HIV-1 Env is largely unknown, as are the consequences of sequence changes in and near V3 on antigenicity and trimeric Env structure. Results Soluble trimeric gp140 Env constructs were used as immunogenic mimics of the native spikes to analyze their antigenic properties in the context of their overall 3D structure. We generated soluble, uncleaved, gp140 trimers from a prototypic T-cell line-adapted (TCLA) X4 HIV-1 strain (NL4-3) and a hybrid (NL4-3/ADA), in which the V3 spanning region was substituted with that from the primary R5 isolate ADA. Compared to an ADA (R5) gp140, the NL4-3 (X4) construct revealed an overall higher antibody accessibility, which was most pronounced for the CD4 binding site (CD4bs), but also observed for mAbs against CD4 induced (CD4i) epitopes and gp41 mAbs. V3 mAbs showed significant binding differences to the three constructs, which were refined by SPR analysis. Of interest, the NL4-3/ADA construct with the hybrid NL4-3/ADA CD4bs showed impaired CD4 and CD4bs mAb reactivity despite the presence of the essential elements of the CD4bs epitope. We obtained 3D reconstructions of the NL4-3 and the NL4-3/ADA gp140 trimers via electron microscopy and single particle analysis, which indicates that both constructs inherit a propeller-like architecture. The first 3D reconstruction of an Env construct from an X4 TCLA HIV-1 strain reveals an open conformation, in contrast to recently published more closed structures from R5 Env. Exchanging the X4 V3 spanning region for that of R5 ADA did not alter the open Env architecture as deduced from its very similar 3D reconstruction. Conclusions 3D EM analysis showed an apparent open trimer configuration of X4 NL4-3 gp140 that is not modified by exchanging the V3 spanning region for R5 ADA. PMID:24884925

Influences of neodymium doping on magnetic and electrochemical properties of Li3V2(PO4)3/C synthesized via a sol-gel method

NASA Astrophysics Data System (ADS)

Liu, Liying; Qiu, Yongbin; Mai, Yongzhi; Wu, Qibai; Zhang, Haiyan

2015-11-01

A series of neodymium doped Li3V2-xNdx(PO4)3/C cathode materials have been successfully synthesized by a citric acid assisted sol-gel method. Nd doped samples (x ≤ 0.10) have well developed monoclinic structure of Li3V2(PO4)3 with enlarged unit cell volume. All samples present typical characteristics of paramagnetism in 4 < T ≤ 300 K, but the magnetic susceptibilities of Nd doped samples increase with Nd content (except for x = 0.15). Nd doped composites show better electrochemical property than that of the undoped one. Among them, the Li3V1.95Nd0.05(PO4)3/C displays the highest capacity and best cycle stability. The Li3V1.95Nd0.05(PO4)3/C presents the first discharge capacity of 129.2 mAh g-1 at 1 C rate in the voltage range of 3.0-4.3 V, 21.7% higher than that of Li3V2(PO4)3/C. And no capacity loss occurs after 100 cycles. The high structural stability, low charge-transfer resistance and rapid Li+ diffusion due to the presence of Nd3+ are mainly responsible for the superior electrochemical performance of Nd doped Li3V2(PO4)3/C cathode materials.

Hyper-X Post-Flight Trajectory Reconstruction

NASA Technical Reports Server (NTRS)

Karlgaard, Christopher D.; Tartabini, Paul V.; Blanchard, RobertC.; Kirsch, Michael; Toniolo, Matthew D.

2004-01-01

This paper discusses the formulation and development of a trajectory reconstruction tool for the NASA X{43A/Hyper{X high speed research vehicle, and its implementation for the reconstruction and analysis of ight test data. Extended Kalman ltering techniques are employed to reconstruct the trajectory of the vehicle, based upon numerical integration of inertial measurement data along with redundant measurements of the vehicle state. The equations of motion are formulated in order to include the effects of several systematic error sources, whose values may also be estimated by the ltering routines. Additionally, smoothing algorithms have been implemented in which the nal value of the state (or an augmented state that includes other systematic error parameters to be estimated) and covariance are propagated back to the initial time to generate the best-estimated trajectory, based upon all available data. The methods are applied to the problem of reconstructing the trajectory of the Hyper-X vehicle from ight data.

Hyper-X Mach 7 Scramjet Design, Ground Test and Flight Results

NASA Technical Reports Server (NTRS)

Ferlemann, Shelly M.; McClinton, Charles R.; Rock, Ken E.; Voland, Randy T.

2005-01-01

The successful Mach 7 flight test of the Hyper-X (X-43) research vehicle has provided the major, essential demonstration of the capability of the airframe integrated scramjet engine. This flight was a crucial first step toward realizing the potential for airbreathing hypersonic propulsion for application to space launch vehicles. However, it is not sufficient to have just achieved a successful flight. The more useful knowledge gained from the flight is how well the prediction methods matched the actual test results in order to have confidence that these methods can be applied to the design of other scramjet engines and powered vehicles. The propulsion predictions for the Mach 7 flight test were calculated using the computer code, SRGULL, with input from computational fluid dynamics (CFD) and wind tunnel tests. This paper will discuss the evolution of the Mach 7 Hyper-X engine, ground wind tunnel experiments, propulsion prediction methodology, flight results and validation of design methods.

[Distribution of dissolved inorganic nutrients and dissolved oxygen in the high frequency area of harmful algal blooms in the East China Sea in spring].

PubMed

Li, Hong-Mei; Shi, Xiao-Yong; Chen, Peng; Zhang, Chuan-Song

2013-06-01

According to two cruises in the high frequency area of Harmful Algal Blooms (HABs) in ECS from Apr. 8th to 26th and May 7th to 14th 2010, concentrations and distributions of biogenic elements before and after HABs were analyzed, and their influenced factors were also discussed. The results showed that April was the earlier stage of HAB breaking out, and diatom was the dominant species; while Dinoflagellate became the dominant species when large-scale HAB broke out in May. The concentrations of DIN and PO4(3-) -P decreased significantly from April to May. The Mean value of DIN decreased from 18.04 to 10.80 micromol x L(-1), its decline rate was 40%. As for PO4(3-) -P, its Mean value decreased from 0.47 to 0.27 micromol x L(-1), and its decline rate was 43%. This phenomenon indicated the significant depletion of nutrients by harmful algae in the process. However, the primary species of HABs in ECS was dinoflagellates in May. Since dinoflagellates did not consume SiO3(2-) -Si during the breed, as well as the supplement from Changjiang Diluted Water, the mean value of SiO3(2-) -Si increased slightly from 16. 15 to 16.96 micromol x L(11) in the researched area. The Mean value of DO decreased from 8.76 to 6.09 mg x L(-1) from April to May, because the effect of temperature to DO was more obvious than that of phytoplankton photosynthesis. The temperature was higher in May, and the solubility of oxygen decreased with increasing temperature, therefore, the concentration of DO was lower after the Harmful algal blooms.

Orion Launch from UCS-3

NASA Image and Video Library

2014-12-05

A Delta IV Heavy rocket lifts off from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system.

Orion Launch

NASA Image and Video Library

2014-12-05

A Delta IV Heavy rocket lifts off from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system.

Mo-doped Na3V2(PO4)3@C composites for high stable sodium ion battery cathode

NASA Astrophysics Data System (ADS)

Wang, Xiaoxiao; Wang, Wanwan; Zhu, Baichuan; Qian, Fangfang; Fang, Zhen

2018-03-01

NASICON-type Na3V2(PO4)3 (NVP) with superior electrochemical performance has attracted enormous attention with the development of sodium ion batteries. The structural aggregation as well as poor conductivity of NVP hinder its application in high rate perforamance cathode with long stablity. In this paper, Na3V2- x Mo x (PO4)3@C was successfully prepared through two steps method, including sol-gel and solid state thermal reduction. The optimal doping amount of Mo was defined by experiment. When x was 0.15, the Na3V1.85Mo0.15(PO4)3@C sample has the best cycle performance and rate performance. The discharge capacity of Na3V1.85Mo0.15(PO4)3@C could reach 117.26 mA·h·g-1 at 0.1 C. The discharge capacity retention was found to be 94.5% after 600 cycles at 5 C.

ISS Progress 68 Docking Coverage

NASA Image and Video Library

2017-10-16

The unpiloted Russian ISS Progress 68 cargo craft arrived at the International Space Station Oct. 16 on a resupply mission following a two day journey following its launch from the Baikonur Cosmodrome in Kazakhstan. The Progress delivered almost three tons of food, fuel and supplies for the Expedition 53 crew. The Progress automatically linked up to the Pirs Docking Compartment, where it will remain until next March.

Crew Earth Observations (CEO) taken during Expedition 8

NASA Image and Video Library

2004-01-22

ISS008-E-12570 (22 January 2004) --- Backdropped by Earth’s horizon and the blackness of space, an unpiloted Progress supply vehicle docked to the International Space Station (ISS) was photographed by one of the Expedition 8 crewmembers. Parts of Iran, the United Arab Emirates, Oman, Strait of Hormuz and the Persian Gulf are also visible.

The X-43 Fin Actuation System Problem - Reliability in Shades of Gray

NASA Technical Reports Server (NTRS)

Peebles, Curtis

2006-01-01

Following the loss of the first X-43 during launch, the mishap investigation board indicated the Fin Actuator System (FAS) needed to have a larger torque margin. To supply this added torque, a second actuator was added. The consequences of what seemed to be a simple modification would trouble the X-43 program. Because of the second actuator, a new computer board was required. This proved to be subject to electronic noise. This resulted in the actuator latch up in ground tests of the FAS for the second launch. Such a latch up would cause the Pegasus booster to fail, as the FAS was a single string system. The problem was corrected and the second flight was successful. The same modifications were added to the FAS for flight three. When the FAS underwent ground tests, it also latched up. The failure indicated that each computer board had a different tolerance to electronic noise. The problem with the FAS was corrected. Subsequently, another failure occurred, raising questions about the design, and the probability of failure for the X-43 Mach 10 flight. This was not simply a technical issue, but illuminated the difficulties facing both managers and engineers in assessing risk, design requirements, and probabilities in cutting edge aerospace projects.

Orion EFT-1 Launch from NASA Causeway

NASA Image and Video Library

2014-12-05

A Delta IV Heavy rocket lifts off from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system.

Orion Launch from UCS-3

NASA Image and Video Library

2014-12-05

A Delta IV Heavy rocket soars after liftoff from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system.

Monoclinic structure of hydroxylpyromorphite Pb10(PO4)6(OH)2 - hydroxylmimetite Pb10(AsO4)6(OH)2 solid solution series

NASA Astrophysics Data System (ADS)

Giera, Alicja; Manecki, Maciej; Borkiewicz, Olaf; Zelek, Sylwia; Rakovan, John; Bajda, Tomasz; Marchlewski, Tomasz

2016-04-01

Seven samples of hydroxyl analogues of pyromorphite-mimetite solid solutions series were synthesized from aqueous solutions at 80° C in a computer-controlled chemistate: 200 mL aqueous solutions of 0.05M Pb(NO3)2 and 0.03M KH2AsO4 and/or KH2PO4 were dosed with a 0.25 mL/min rate to a glass beaker, which initially contained 100 mL of distilled water. Constant pH of 8 was maintained using 2M KOH. The syntheses yielded homogeneous fine-grained white precipitates composition of which was close to theoretical Pb10[(PO4)6-x(AsO4)x](OH)2, where x = 0, 1, 2, 3, 4, 5, 6. High-resolution powder X-ray diffraction data were obtained in transmission geometry at the beamline 11-BM at the Advanced Photon Source (Argonne National Laboratory in Illinois, USA). The structure Rietveld refinements based on starting parameters of either hexagonal hydroxylpyromorphite or monoclinic mimetite-M were performed using GSAS+EXPGUI software. Apatite usually crystallizes in the hexagonal crystal system with the space group P63/m. For the first time, however, the lowering of the hexagonal to monoclinic crystal symmetry was observed in the hydroxyl variety of pyromorphite-mimetite solid solution series. This is indicated by better fitting of the modeled monoclinic structure to the experimental data. The same is not the case for analogous calcium hydroxylapatite series Ca5(PO4)3OH - Ca5(AsO4)3OH (Lee et al. 2009). Systematical linear increase of unit cell parameters is observed with As substitution from a=9.88, b=19.75, and c=7.43 for Pb10(PO4)6(OH)2 to a=10.23, b=20.32, and c=7.51 for Pb10(AsO4)6(OH)2. A strong pseudohexagonal character (γ ≈ 120° and b ≈ 2a) of the analyzed monoclinic phases was established. This work is partially funded by AGH research grant no 11.11.140.319 and partially by Polish NCN grant No 2011/01/M/ST10/06999. Lee Y.J., Stephens P.W., Tang Y., Li W., Philips B.L., Parise J.B., Reeder R.J., 2009. Arsenate substitution in hydroxylapatite: Structural characterization of the Ca5(PxAs1-xO4)3OH solid solution. American Mineralogist, 94, 666-675.

High energy density of Li3-xNaxV2(PO4)3/C cathode material with high rate cycling performance for lithium-ion batteries

NASA Astrophysics Data System (ADS)

Zuo, Zong-Lin; Deng, Jian-Qiu; Pan, Jin; Luo, Wen-Bin; Yao, Qing-Rong; Wang, Zhong-Min; Zhou, Huai-Ying; Liu, Hua-Kun

2017-07-01

A serials of micro-sized Li3-xNaxV2(PO4)3/C composite has been synthesized by sol-gel method, comprised of numerous primary nanocrystals. This structure can efficiently facilitate lithium-ion transport in secondary aggregated individual particles due to the short diffusion distance among primary nanocrystals, along with a high tap density. With the increasing of Na doping content, the structure evolution occurs in Li3-xNaxV2(PO4)3 from a single-phase structure to a two-phase structure. The appearance of rhombohedral phase can provide a larger free volume of the interstitial space, fastening ionic movement to offer an excellent high rate capability. Furthermore, Na doping can stabilize the rhombohedral structure of the V2(PO4)3 framework, leading to the remarkable cycling stability. Among all the composites, Li2.6Na0.4V2(PO4)3/C presents the best electrochemical performance with a high energy density of 478.8 Wh kg-1, delivering high initial discharge capacities of 121.6, 113.8 and 109.7 mAh g-1 at the rate of 5 C, 10 C and 20 C in a voltage range of 3.0 - 4.3 V, respectively. It also exhibit an excellent high rate cycling performance, with capacity retention of 85.9 %, 81.7 % and 76.5 % after 1000 cycles at the rate of 5 C, 10 C and 20 C in a voltage range of 3.0 - 4.3 V.

NMR, symmetry elements, structure and phase transitions in the argyrodite family

NASA Astrophysics Data System (ADS)

Gaudin, E.; Taulelle, F.; Boucher, F.; Evain, M.

1998-02-01

Cu7PSe6 belongs to a family of structures known as the argyrodites. It undergoes two phases transitions. The high temperature phase has been determined by X-ray diffraction. It has a Foverline{4}3m space group. Medium temperature phases have been refined using a non-harmonic technique and the space group proposed is P213. The low temperature phase had an apparent space group of Foverline{4}3m also. Use of X-ray diffraction and NMR together has allowed to determine the space groups of all phases as being respectively Foverline{4}3m, P213 and Pmn21. Positioning of disordered coppers in the structure is therefore possible and the structure can be described by connex polyhedra of PSe3-4 and SeCux-2_x. The phase transitions can be understood by an ordered motion of SeCux-2x polyhedra. If these polyhedra set in motion independently two transitions are to be observed, if they are coupled only one is observed. Cu7PSe6 appartient à une famille de composés connus sous le nom d'argyrodites. Cu7PSe6 possède deux transitions de phase. La structure de haute température a été déterminée par diffraction des rayons X. Elle se décrit par le groupe d'espace Foverline{4}3m. La phase de moyenne température a été raffinée en utilisant une technique non-harmonique et le groupe d'espace proposé est P213. La phase de basse température possède également un groupe d'espace apparent Foverline{4}3m. En utilisant ensemble la diffraction des rayons X et la RMN, il a été possible de déterminer les groupes d'espace de toutes les phases comme étant respectivement Foverline{4}3m, P213 et Pmn21. Placer les atomes de cuivre, désordonnés, dans la structure devient alors possible et la structure peut se décrire comme un ensemble de polyèdres connexes de PSe3-4 et SeCux-2_x. Les transitions de phases se décrivent alors comme des mouvements ordonnés des polyèdres SeCux-2_x. Si ces polyèdres se mettent en mouvement indépendamment, deux transitions de phases sont attendues, si leur mise en mouvement est couplée, une seule est observée.

Four Years of Sex Integration at the United States Air Force Academy: Problems and Issues

DTIC Science & Technology

1985-08-15

attrition of women graduates . Research is now underway at both the Air Force Academy and Military Personnel Center to determine what exactly is transpiring...Statistic Professional 14.8 25.6 x2 -4.99 Manager 47.4 41.3 df-3 Skilled 31.1 25.6 p=. 7l1 Unskilled 6.7 7.4 Fathers Education 2 Graduate School 18.7 34.7...Skilled 30.9 24.1 p=.007 Unskilled 4.3 4.8 Never Employed 37.2 32.5 Mothers Education Graduate School 8.6 17.0 x’=8.048 College 50.7 57.1 df=2 High School

Expedition 43 flight control team with Flight Director Gary Horlacher during the release of SpaceX Dragon cargo vehicle. Photo Date: May 21, 2015. Location: Building 30 - FCR1. Photographer: Robert Markowitz

NASA Image and Video Library

2015-05-21

Expedition 43 flight control team with Flight Director Gary Horlacher during the release of SpaceX Dragon cargo vehicle. Photo Date: May 21, 2015. Location: Building 30 - FCR1. Photographer: Robert Markowitz

Enhanced UVB emission and analysis of chemical states of Ca5(PO4)3OH:Gd3+,Pr3+ phosphor prepared by co-precipitation

NASA Astrophysics Data System (ADS)

Mokoena, P. P.; Nagpure, I. M.; Kumar, Vinay; Kroon, R. E.; Olivier, E. J.; Neethling, J. H.; Swart, H. C.; Ntwaeaborwa, O. M.

2014-08-01

Hydroxyapatite (Ca5(PO4)3OH) is a well-known bioceramic material used in medical applications because of its ability to form direct chemical bonds with living tissues. This mineral is currently used as a host for rare-earth ions (e.g. Gd3+, Pr3+, Tb3+, etc.) to prepare phosphors that can be used in light emitting devices of different types. In this study Ca5(PO4)3OH:Gd3+,Pr3+ phosphors were prepared by the co-precipitation method and were characterised by x-ray diffraction, x-ray photoelectron spectroscopy, scanning electron microscopy, high resolution transmission electron microscopy, energy dispersive x-ray spectroscopy and photoluminescence spectroscopy. The x-ray diffraction pattern was consistent with the hexagonal phase of Ca5(PO4)3OH referenced in JCPDS card number 73-0293. The x-ray photoelectron spectroscopy data indicated that Ca2+ occupied two different lattice sites, referred to as Ca1 and Ca2. The photoluminescence data exhibited a narrowband emission located at 313 nm, which is associated with the 6P7/2→8S7/2 transition of the Gd3+ ion. This emission is classified as ultraviolet B and it is suitable for use in phototherapy lamps to treat various skin diseases. The photoluminescence intensity of the 313 nm emission was enhanced considerably by Pr3+ co-doping.

An Empirical Evaluation of Language-Tailored PDLs.

DTIC Science & Technology

1982-05-01

principles in experimental design. New York: McGraw- Hill, 1971. -21- APPENDIX A PDL FORMATS I iiCLDL4. pA; Bl.ANK(-NO1 T nui.s.i VMC~ PROGRAM...O2O70 IF XJ) LE , X(J+I)) -;0 T 230 -43- TECHNICAL REPORTS DISTRIBUTION LIST -45- OFFICE OF NAVAL RESEARCH Code 442 TECHNICAL REPORTS DISTRIBUTION LIST...OSD Department of the Navy Capt. Paul R. Chatelier Office of the Deputy Under Secretary ONR Eastern/Central Regional Officeof DefenseOREatr/etaReinl

Assessment of the cellular and electrophysiological response of cardiomyocytes to radiation

NASA Astrophysics Data System (ADS)

Helm, Alexander; Ritter, Sylvia; Durante, Marco; Friess, Johannes; Thielemann, Christiane; Mr; Frank, Simon

Cardiac disease is considered as a late effect resulting from an exposure during long-term space missions. Yet, the underlying mechanisms and the impact of radiation quality and dose are not well understood. To address this topic, we used cardiomyocytes derived from mouse embryonic stem cells (mESC) as a model system. This model has already been successfully used for cardiotoxicity screening of new drugs. Both, the cellular and electrophysiological response to X-ray irradiation were examined. Cellular endpoints such as the induction of micronuclei, apoptosis, number of binucleated cells and expression of connexin43 (Cx 43) were analyzed by standard techniques. For electrophysiological studies a microelectrode array (MEA) was used allowing non-invasive recordings of electrical signals such as signal amplitude and shape, beat rate and conduction velocity. Data analysis was performed using the MATLAB based software DrCell. As a first approach, cardiomyocytes were generated by differentiation of mESC via the formation of embryoid bodies. However, the system proved to be unsuitable due to large intra- and inter-sample variations. In consecutive experiments we used commercially available Cor.At cells, i.e. a pure culture of mESC derived cardiomyocytes. For the analysis of cellular and electrophysiological endpoints Cor.At cells were seeded onto chamber slides or MEA chips, respectively. Irradiation with 0.5 and 2 Gy X-rays (250 kV, 16 mA) was performed two days after seeding. At that time cardiomyocytes are electrically coupled through gap junctions and form a spontaneously beating network. Samples were examined up to four days after exposure. Analysis of the electrophysiological data revealed only minor differences between controls and X-irradiated samples indicating the functionality of cardiomyocytes is not within the dose range examined. Currently, further experiments are performed to statistically verify this finding. Additionally, the expression of Cx 43, a major gap junction protein, was studied. An elevated expression of Cx 43 was observed in rabbit hearts following radiation exposure concomitant with an altered conductivity. However, data obtained so far for Cor.At cardiomyocytes show no apparent change in the expression of Cx 43 in X-ray irradiated samples in comparison to the control consistent with the electrophysiological measurements. In contrast, X-irradiation resulted in a dose-dependent increase in the number of apoptotic cells starting 24h after exposure. Cardiomyocytes, although differentiated, show a low mitotic activity both in vivo and in vitro, leading to binucleated cells which are a hallmark of maturation. Taking advantage of this specific feature, we determined both the fraction of binucleated cells and the number of cells containing micronulei (as a DNA damage marker) in irradiated and control samples. Binucleation was apparently not affected following X-irradiation, while the number of cardiomyocytes with micronuclei rose steadily with dose and sampling time. Taken together our results show that the electrophysiological activity of cardiomyocytes surviving the exposure to X-rays is hardly affected, although the cells display radiation damage on cellular level. If persistent radiation damage results in adverse long-term effects remains to be elucidated. The aforementioned aspects are currently investigated for high LET particles. The research leading to these results has received funding from the Euratom Seventh Framework Programm under grant agreement n° 295823 (PROCARDIO) and was supported by BMBF grant 02NUK025A and HGS-HIRe.

Tailored Excitation for Frequency Response Measurement Applied to the X-43A Flight Vehicle

NASA Technical Reports Server (NTRS)

Baumann, Ethan

2007-01-01

An important aspect of any flight research project is assessing aircraft stability and flight control performance. In some programs this assessment is accomplished through the estimation of the in-flight vehicle frequency response. This estimation has traditionally been a lengthy task requiring separate swept sine inputs for each control axis at a constant flight condition. Hypersonic vehicles spend little time at any specific flight condition while they are decelerating. Accordingly, it is difficult to use traditional methods to calculate the vehicle frequency response and stability margins for this class of vehicle. A technique has been previously developed to significantly reduce the duration of the excitation input by tailoring the input to excite only the frequency range of interest. Reductions in test time were achieved by simultaneously applying tailored excitation signals to multiple control loops, allowing a quick estimate of the frequency response of a particular aircraft. This report discusses the flight results obtained from applying a tailored excitation input to the X-43A longitudinal and lateral-directional control loops during the second and third flights. The frequency responses and stability margins obtained from flight data are compared with preflight predictions.

KSC-2014-4729

NASA Image and Video Library

2014-12-05

CAPE CANAVERAL, Fla. -- A Delta IV Heavy rocket soars after liftoff from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system. Photo credit: NASA/George Roberts

Advanced Concept

NASA Image and Video Library

2002-01-01

An artist's rendering of the air-breathing, hypersonic X-43B, the third and largest of NASA's Hyper-X series flight demonstrators, which could fly later this decade. Revolutionizing the way we gain access to space is NASA's primary goal for the Hypersonic Investment Area, managed for NASA by the Advanced Space Transportation Program at the Marshall Space Flight Center in Huntsville, Alabama. The Hypersonic Investment area, which includes leading-edge partners in industry and academia, will support future generation reusable vehicles and improved access to space. These technology demonstrators, intended for flight testing by decade's end, are expected to yield a new generation of vehicles that routinely fly about 100,000 feet above Earth's surface and reach sustained speeds in excess of Mach 5 (3,750 mph), the point at which "supersonic" flight becomes "hypersonic" flight. The flight demonstrators, the Hyper-X series, will be powered by air-breathing rocket or turbine-based engines, and ram/scramjets. Air-breathing engines, known as combined-cycle systems, achieve their efficiency gains over rocket systems by getting their oxygen for combustion from the atmosphere, as opposed to a rocket that must carry its oxygen. Once a hypersonic vehicle has accelerated to more than twice the speed of sound, the turbine or rockets are turned off, and the engine relies solely on oxygen in the atmosphere to burn fuel. When the vehicle has accelerated to more than 10 to 15 times the speed of sound, the engine converts to a conventional rocket-powered system to propel the craft into orbit or sustain it to suborbital flight speed. NASA's series of hypersonic flight demonstrators includes three air-breathing vehicles: the X-43A, X-43B and X-43C.

Forced Boundary-Layer Transition on X-43 (Hyper-X) in NASA LaRC 20-Inch Mach 6 Air Tunnel

NASA Technical Reports Server (NTRS)

Berry, Scott A.; DiFulvio, Michael; Kowalkowski, Matthew K.

2000-01-01

Aeroheating and boundary layer transition characteristics for the X-43 (Hyper-X) configuration have been experimentally examined in the Langley 20-Inch Mach 6 Air Tunnel. Global surface heat transfer distributions, and surface streamline patterns were measured on a 0.333-scale model of the Hyper-X forebody. Parametric variations include angles-of-attack of 0-deg, 2-deg, and 4-deg; Reynolds numbers based on model length of 1.2 to 15.4 million; and inlet cowl door both open and closed. The effects of discrete roughness elements on the forebody boundary layer, which included variations in trip configuration and height, were investigated. This document is intended to serve as a release of preliminary data to the Hyper-X program; analysis is limited to observations of the experimental trends in order to expedite dissemination.

Forced Boundary-Layer Transition on X-43 (Hyper-X) in NASA LaRC 31-Inch Mach 10 Air Tunnel

NASA Technical Reports Server (NTRS)

Berry, Scott A.; DiFulvio, Michael; Kowalkowski, Matthew K.

2000-01-01

Aeroheating and boundary layer transition characteristics for the X-43 (Hyper-X) configuration have been experimentally examined in the Langley 31-Inch Mach 10 Air Tunnel. Global surface heat transfer distributions, and surface streamline patterns were measured on a 0.333-scale model of the Hyper-X forebody. Parametric variations include angles-of-attack of 0-deg, 2-deg, 3-deg, and 4-deg; Reynolds numbers based on model length of 1.2 to 5.1 million; and inlet cowl door both open and closed. The effects of discrete roughness elements on the forebody boundary layer, which included variations in trip configuration and height, were investigated. This document is intended to serve as a release of preliminary data to the Hyper-X program; analysis is limited to observations of the experimental trends in order to expedite dissemination.

Hyper-X Mach 10 Trajectory Reconstruction

NASA Technical Reports Server (NTRS)

Karlgaard, Christopher D.; Martin, John G.; Tartabini, Paul V.; Thornblom, Mark N.

2005-01-01

This paper discusses the formulation and development of a trajectory reconstruction tool for the NASA X-43A/Hyper-X high speed research vehicle, and its implementation for the reconstruction and analysis of flight test data. Extended Kalman filtering techniques are employed to reconstruct the trajectory of the vehicle, based upon numerical integration of inertial measurement data along with redundant measurements of the vehicle state. The equations of motion are formulated in order to include the effects of several systematic error sources, whose values may also be estimated by the filtering routines. Additionally, smoothing algorithms have been implemented in which the final value of the state (or an augmented state that includes other systematic error parameters to be estimated) and covariance are propagated back to the initial time to generate the best-estimated trajectory, based upon all available data. The methods are applied to the problem of reconstructing the trajectory of the Hyper-X vehicle from data obtained during the Mach 10 test flight, which occurred on November 16th 2004.

Finite-beta equilibria for Wendelstein 7-X configurations using the Princeton Iterative Equilibrium Solver code

NASA Astrophysics Data System (ADS)

Arndt, S.; Merkel, P.; Monticello, D. A.; Reiman, A. H.

1999-04-01

Fixed- and free-boundary equilibria for Wendelstein 7-X (W7-X) [W. Lotz et al., Plasma Physics and Controlled Nuclear Fusion Research 1990 (Proc. 13th Int. Conf. Washington, DC, 1990), (International Atomic Energy Agency, Vienna, 1991), Vol. 2, p. 603] configurations are calculated using the Princeton Iterative Equilibrium Solver (PIES) [A. H. Reiman et al., Comput. Phys. Commun., 43, 157 (1986)] to deal with magnetic islands and stochastic regions. Usually, these W7-X configurations require a large number of iterations for PIES convergence. Here, two methods have been successfully tested in an attempt to decrease the number of iterations needed for convergence. First, periodic sequences of different blending parameters are used. Second, the initial guess is vastly improved by using results of the Variational Moments Equilibrium Code (VMEC) [S. P. Hirshmann et al., Phys. Fluids 26, 3553 (1983)]. Use of these two methods have allowed verification of the Hamada condition and tendency of "self-healing" of islands has been observed.

HTV-4 approach

NASA Image and Video Library

2013-08-09

ISS036-E-030064 (9 Aug. 2013) --- The unpiloted Japanese "Kounotori" H2 Transfer Vehicle-4 (HTV-4) approaches the International Space Station. The HTV, a 33-foot-long, 13-foot-diameter unmanned cargo transfer spacecraft, is delivering 3.6 tons of science experiments, equipment and supplies to the orbiting complex. HTV-4 launched from the Tanegashima Space Center in southern Japan on Aug.3 at 3:48 p.m. (Aug. 4 at 4:48 a.m., Japan time).

HTV-4 approach

NASA Image and Video Library

2013-08-09

ISS036-E-029969 (9 Aug. 2013) --- The unpiloted Japanese "Kounotori" H2 Transfer Vehicle-4 (HTV-4) approaches the International Space Station. The HTV, a 33-foot-long, 13-foot-diameter unmanned cargo transfer spacecraft, is delivering 3.6 tons of science experiments, equipment and supplies to the orbiting complex. HTV-4 launched from the Tanegashima Space Center in southern Japan on Aug.3 at 3:48 p.m. (Aug. 4 at 4:48 a.m., Japan time).

HTV-4 approach

NASA Image and Video Library

2013-08-09

ISS036-E-029963 (9 Aug. 2013) --- The unpiloted Japanese "Kounotori" H2 Transfer Vehicle-4 (HTV-4) approaches the International Space Station. The HTV, a 33-foot-long, 13-foot-diameter unmanned cargo transfer spacecraft, is delivering 3.6 tons of science experiments, equipment and supplies to the orbiting complex. HTV-4 launched from the Tanegashima Space Center in southern Japan on Aug.3 at 3:48 p.m. (Aug. 4 at 4:48 a.m., Japan time).

HTV-4 approach

NASA Image and Video Library

2013-08-09

ISS036-E-030067 (9 Aug. 2013) --- The unpiloted Japanese "Kounotori" H2 Transfer Vehicle-4 (HTV-4) approaches the International Space Station. The HTV, a 33-foot-long, 13-foot-diameter unmanned cargo transfer spacecraft, is delivering 3.6 tons of science experiments, equipment and supplies to the orbiting complex. HTV-4 launched from the Tanegashima Space Center in southern Japan on Aug.3 at 3:48 p.m. (Aug. 4 at 4:48 a.m., Japan time).

[Removal of PO4(3-) from solution, wastewater and seawater by modification and granulation magnesium and aluminium layered double hydroxide].

PubMed

Xing, Kun; Wang, Hai-Zeng

2013-04-01

Powder layered double hydroxide of Mg-Al LDH were prepared by hydrothermal technology with 500 kg x batch(-1), modified and granulated (MG Mg-Al CLDH) by deposition method. After the modification and granulation, the fixed bed can not be accumulated and clogged by the adsorbents. The PO4(3-) is removed from aqueous solution, wastewater and seawater by MG Mg-Al CLDH with column experiments. It shows that MG Mg-Al CLDH is an effective adsorbent. After removal, the water quality can satisfy with the first degree of integrated wastewater discharge or seawater standards. The mechanism of removal PO4(3-) is ion exchange and 'memory effect'. The breakthrough adsorption capacity of PO4(3-) from solution is 13.49 mg x g(-1), more than 6 times higher than that by Mg-Al LDH without modification. The exhausted MG Mg-Al CLDH can be desorbed with 0.1 mol x L(-1) NaOH and 3 mol x L(-1) NaCl and regenerated with 25% MgCl2. The regeneration rate is 126.24%. The breakthrough curves are influenced by bed depth, flow rate, initial concentration and initial pH. The adsorption processes are controlled by film diffusion. When the initial concentration is as low as 0.38 micromol x L(-1), PO4(3-) can be removed from seawater to satisfy with the first degree of seawater quality. So this work is very useful for the practical application of Mg-Al LDH and the removal of phosphorus.

Toughness of Wear-Resistant Cu-Zr-Based Bulk Metallic Glasses

NASA Astrophysics Data System (ADS)

Andersen, Laura M.

Bulk metallic glasses (BMGs) have the potential to exhibit exceptional wear-resistance due to their high hardness and strength. Combined with their other unique properties, this makes them ideal candidates for a wide range of technological applications (e.g. gears, bearings, biomaterials). In the course of this dissertation, high-glass-forming bulk metallic glasses are prepared and characterized in order to identify wear-resistant compositions and optimize their toughness. First, a comprehensive study identifies a class of Cu-Zr-based BMGs that exhibit more exceptional wear performance than other BMGs. The results demonstrate that when BMGs are designed properly, they exhibit wear properties that compete with, and can surpass, state-of-the-art engineering materials. It is identified that, in order to optimize the wear performance of Cu-Zr-based BMG gears, toughness should be maximized. Second, the notch toughness of wear-resistant Cu43Zr 43Al7Be7 BMGs with in-situ crystallization is investigated. In order to identify in-situ crystallization using X-ray diffraction (XRD) with Cu K? radiation, extremely long dwell times and high X-ray fluxes are required. This demonstrates the importance of reporting operating parameters when trying to evaluate the amorphous nature of BMGs. XRD, energy-dispersive X-ray spectroscopy (EDS) and electron backscatter diffraction (EBSD) are used to identify the metastable crystalline phase. The notch toughness is found to correlate closely with the amount of crystallization and the composition of the remaining amorphous matrix. Finally, the effect of substituting standard-grade zirconium lump (99.8% excluding up to 4% hafnium) for high-purity zirconium crystal bar (99.5%) in Cu43Zr43Al7Be7 is investigated. Introducing low-purity zirconium significantly decreases the glass-forming-ability and reduces the notch toughness of the BMG. Furthermore, Weibull statistics provide an analysis of the variability in toughness for high-purity ingots synthesized both in a small laboratory arc-melter and synthesized commercially. The dissertation concludes with a summary of key findings that have led to our increase in knowledge and a discussion of particularly pressing directions for future research in this field.

Airbreathing Hypersonic Technology Vision Vehicles and Development Dreams

NASA Technical Reports Server (NTRS)

McClinton, C. R.; Hunt, J. L.; Ricketts, R. H.; Reukauf, P.; Peddie, C. L.

1999-01-01

Significant advancements in hypersonic airbreathing vehicle technology have been made in the country's research centers and industry over the past 40 years. Some of that technology is being validated with the X-43 flight tests. This paper presents an overview of hypersonic airbreathing technology status within the US, and a hypersonic technology development plan. This plan builds on the nation's large investment in hypersonics. This affordable, incremental plan focuses technology development on hypersonic systems, which could be operating by the 2020's.

Solar-simulator-pumped atomic iodine laser kinetics

NASA Technical Reports Server (NTRS)

Wilson, H. W.; Raju, S.; Shiu, Y. J.

1983-01-01

The literature contains broad ranges of disagreement in kinetic data for the atomic iodine laser. A kinetic model of a solar-simulator-pumped iodine laser is used to select those kinetic data consistent with recent laser experiments at the Langley Research Center. Analysis of the solar-simulator-pumped laser experiments resulted in the following estimates of rate coefficients: for alkyl radical (n-C3F7) and atomic iodine (I) recombination, 4.3 x 10 to the 11th power (1.9) + or - cu cm/s; for n-C3F7I stabilized atomic iodine recombination (I + I) 3.7 x 10 to the -32nd power (2.3) + or -1 cm to the 6th power/s; and for molecular iodine (I2) quenching, 3.1 x 10 to the -11th power (1.6) + or - 1 cu cm/s. These rates are consistent with the recent measurements.

Progress 47P Redocking

NASA Image and Video Library

2012-07-29

ISS032-E-010629 (28 July 2012) --- The unpiloted Russian Progress 47 resupply spacecraft is featured in this image photographed by an Expedition 32 crew member as it approaches the International Space Station for re-docking on July 28, 2012. The cargo ship temporarily undocked on July 22 in order to test the new Kurs-NA automated rendezvous system. Station solar array panels are visible in the foreground.

Diverse growth hormone receptor gene mutations in Laron syndrome.

PubMed Central

Berg, M A; Argente, J; Chernausek, S; Gracia, R; Guevara-Aguirre, J; Hopp, M; Pérez-Jurado, L; Rosenbloom, A; Toledo, S P; Francke, U

1993-01-01

To better understand the molecular genetic basis and genetic epidemiology of Laron syndrome (growth-hormone insensitivity syndrome), we analyzed the growth-hormone receptor (GHR) genes of seven unrelated affected individuals from the United States, South America, Europe, and Africa. We amplified all nine GHR gene exons and splice junctions from these individuals by PCR and screened the products for mutations by using denaturing gradient gel electrophoresis (DGGE). We identified a single GHR gene fragment with abnormal DGGE results for each affected individual, sequenced this fragment, and, in each case, identified a mutation likely to cause Laron syndrome, including two nonsense mutations (R43X and R217X), two splice-junction mutations, (189-1 G to T and 71 + 1 G to A), and two frameshift mutations (46 del TT and 230 del TA or AT). Only one of these mutations, R43X, has been previously reported. Using haplotype analysis, we determined that this mutation, which involves a CpG dinucleotide hot spot, likely arose as a separate event in this case, relative to the two prior reports of R43X. Aside from R43X, the mutations we identified are unique to patients from particular geographic regions. Ten GHR gene mutations have now been described in this disorder. We conclude that Laron syndrome is caused by diverse GHR gene mutations, including deletions, RNA processing defects, translational stop codons, and missense codons. All the identified mutations involve the extracellular domain of the receptor, and most are unique to particular families or geographic areas. Images Figure 1 Figure 2 PMID:8488849

F-18 chase craft with NASA test pilots Schneider and Fulton

NASA Technical Reports Server (NTRS)

1992-01-01

Ed Schneider, (left), is the project pilot for the F-18 High Angle of Attack program at NASA's Dryden Flight Research Center, Edwards, California. He has been a NASA research pilot at Dryden since 1983. In addition to his assignment with the F-18 High Angle of Attack program, Schneider is a project pilot for the F-15B aeronautical research aircraft, the NASA NB-52B launch aircraft, and the SR-71 'Blackbird' aircraft. He is a Fellow and was the 1994 President of the Society of Experimental Test Pilots. In 1996 he was awarded the NASA Exceptional Service Medal. Schneider is seen here with Fitzhugh L. Fulton Jr., (right), who was a civilian research pilot at Dryden. from August 1, 1966, until July 3, 1986, following 23 years of service as a pilot in the U.S. Air Force. Fulton was the project pilot on all early tests of the 747 Shuttle Carrier Aircraft (SCA) used to air launch the Space Shuttle prototype Enterprise in the Approach and Landing Tests (ALT) at Dryden in l977. For his work in the ALT program, Fulton received NASA's Exceptional Service Medal. He also received the Exceptional Service Medal again in 1983 for flying the 747 SCA during the European tour of the Space Shuttle Enterprise. During his career at Dryden, Fulton was project pilot on NASA's NB-52B launch aircraft used to air launch a variety of piloted and unpiloted research aircraft, including the X-15s and lifting bodies. He flew the XB-70 prototype supersonic bomber on both NASA-USAF tests and NASA research flights during the late 1960s, attaining speeds exceeding Mach 3. He was also a project pilot on the YF-12A and YF-12C research program from April 14, 1969, until September 25, 1978. The F/A-18 Hornet seen behind them is used primarily as a safety chase and support aircraft at NASA's Dryden Flight Research Center, Edwards, Calif. As support aircraft, the F-18's are used for safety chase, pilot proficiency and aerial photography. As a safety chase aircraft, F-18's, flown by research pilots, accompany research missions as another 'set of eyes' to visually observe the research event, experiment or test to help make sure the flights are carried out safely. The 'chase' pilots are in constant communication with the research pilots and mission control to report abnormalities that may be seen from the support aircraft. Pilots must also stay proficient by flying a certain number of missions per month. F-18's are used for this. A two-seat support aircraft is also used when research missions require an engineer or photographer on the flights.

Improving the electrochemical performances of Li-rich Li1.20Ni0.13Co0.13Mn0.54O2 through a cooperative doping of Na+ and PO43- with Na3PO4

NASA Astrophysics Data System (ADS)

Liu, Yi; Ning, De; Zheng, Lirong; Zhang, Qinghua; Gu, Lin; Gao, Rui; Zhang, Jicheng; Franz, Alexandra; Schumacher, Gerhard; Liu, Xiangfeng

2018-01-01

Li-rich layered oxide cathodes suffer from poor rate capability, voltage decay and inferior cycling stability. Herein, we propose a novel synergistic strategy to improve the electrochemical performances of Li-rich Li1.20Ni0.13Co0.13Mn0.54O2 by the co-doping of Na+ and PO43-. The co-doping of Na+ for Li and PO43- for Mn is simultaneously achieved using Na3PO4 as a dopant. The co-doping of Na+ and PO43- not only enhances the high-rate performance (106.4 mAhg-1@10C) and capacity retention (93.8%@1C@100 cycles) but also mitigates the voltage decay owing to the synergistic effect of Na+ and PO43- co-doping. The synergistic mechanism is unraveled based on neutron diffraction, aberration-corrected scanning transmission electron microscope, X-ray photoelectron spectroscopy, ex-situ X-ray absorption spectra, ex-situ X-ray diffraction, electrochemical impedance spectroscopy and electrochemical measurements. The co-doping of Na+ and PO43- enlarges the interlayer spacing and suppresses Li/Ni mixing which increases Li+ diffusivity and enhances the rate capability. Meanwhile, the co-doping of Na+ and PO43- shrinks the thickness of the slabs, weakens the TM-O covalency and alleviates the volume change in the charge/discharge process which improves the layered structure stability and the cycling performances. This study presents some new insights into designing high performance cathode materials through a cooperative modulation of different crystal sites doping.

Surface characteristics and corrosion behaviour of WE43 magnesium alloy coated by SiC film

NASA Astrophysics Data System (ADS)

Li, M.; Cheng, Y.; Zheng, Y. F.; Zhang, X.; Xi, T. F.; Wei, S. C.

2012-01-01

Amorphous SiC film has been successfully fabricated on the surface of WE43 magnesium alloy by plasma enhanced chemical vapour deposition (PECVD) technique. The microstructure and elemental composition were analyzed by transmission electron microscopy (TEM), glancing angle X-ray diffraction (GAXRD) and X-ray photoelectron spectroscopy (XPS), respectively. The immersion test indicated that SiC film could efficiently slow down the degradation rate of WE43 alloy in simulated body fluid (SBF) at 37 ± 1 °C. The indirect toxicity experiment was conducted using L929 cell line and the results showed that the extraction medium of SiC coated WE43 alloys exhibited no inhibitory effect on L929 cell growth. The in vitro hemocompatibility of the samples was investigated by hemolysis test and blood platelets adhesion test, and it was found that the hemolysis rate of the coated WE43 alloy decreased greatly, and the platelets attached on the SiC film were slightly activated with a round shape. It could be concluded that SiC film prepared by PECVD made WE43 alloy more appropriate to biomedical application.

EPR spectroscopic investigations in 15BaO-25Li2O-(60-x) B2O3-xFe2O3 glass system

NASA Astrophysics Data System (ADS)

Bhogi, Ashok; Kumar, R. Vijaya; Kistaiah, P.

2018-05-01

Glasses with composition 15BaO-25Li2O-(60-x) B2O3 -xFe2O3 (x = 0, 0.2, 0.4, 0.6, 0.8 and 1 mol %) were prepared by the conventional melt quenching technique. These glasses were characterized using X-ray diffraction (XRD). Electron paramagnetic resonance (EPR) investigations have been carried out as a function of iron ion concentration. The observed EPR spectra of Fe3+ ion exhibits resonance signals at g= 2.0, 4.3 and 8.0. The resonance signal at g= 4.3 is due to isolated Fe3+ ions in site with rhombic symmetry where as the g= 2.0 resonance signal is attributed to the Fe3+ ions coupled by exchange interaction in a distorted octahedral environment and the signal at g= 8.0 arises from axially distorted sites. The number of spins participating in resonance (N) and its paramagnetic susceptibilities (χ) have also been evaluated. The peak-to-peak line width ΔB for the resonance lines at g ≈ 4.3 and at g ≈ 2.0 is increasing as function of the iron ion content. The line intensity of the resonance centered at g ≈ 4.3 and at g ≈ 2.0 increases up to 0.8 mol% of Fe2O3 and for 1 mol% of Fe2O3 its value is found to decrease. The analysis of these results indicated that the conversion some of Fe3+ cations to Fe2+ ions beyond 0.8 mol%.

Hibernation-Based Therapy to Improve Survival of Severe Blood Loss

DTIC Science & Technology

2014-10-01

determine whether a higher dose of BHB/M would improve outcomes. Based on the date presented, while animals treated with 2X 4 M BHB/43mM Melatonin did...have death as well as other physiologic and hematologic changes associated with experimental outcome, animals treated with 4X 4 M BHB/43mM Melatonin ... melatonin 16. SECURITY CLASSIFICATION OF: 17. LIMITATION OF ABSTRACT 18. NUMBER OF PAGES 19a. NAME OF RESPONSIBLE PERSON USAMRMC a. REPORT

Field Acceptability and Consumption of CR1M and Potential New Food Items during the Hot Weather Ration Trial

DTIC Science & Technology

2011-11-01

1x50g Krispie Biscuit Apricot Fruit Grains Shortbread Biscuit Instant Beef Noodles Apricot & Coconut Muesli Bar 1x43g 1x15g...86 Cheddar Cheese 47.7 4.5 80 Canned Pears 47.5 4.3 72 Apricot & Coconut Muesli Bar 46.0 3.8 76 20 Instant Beef Noodles 36.3 4.1...Spaghetti Bolognaise) or with complementary food items (e.g. BBQ Beef might be consumed with rice or noodles ). UNCLASSIFIED 6 UNCLASSIFIED DSTO-TN

Working Towards Net Zero Energy at Fort Irwin, CA

DTIC Science & Technology

2010-09-01

capacity factor for the solar photovoltaic analysis was based on simu- lations conducted by National Renewable Energy Laboratory (NREL) for Las Vegas, NV...kWhAC/kWhDC) x 8760 hrs = 5240 kWhAC/yr Savings for annual electricity savings are: 5240 kWh x 8.3 cents/kWh = $435/yr The capacity factor for the...43,668 kWh/yr Annual electricity savings are: 43,668 kWh x 8.3 cents/kWh = $3624/yr The capacity factor for the solar photovoltaic analysis was

Progress 28 supply vehicle approach

NASA Image and Video Library

2008-02-07

ISS016-E-027761 (7 Feb. 2008) --- Backdropped by a colorful Earth, an unpiloted Progress supply vehicle approaches the International Space Station. Progress 28 resupply craft launched at 7:03 a.m. (CST) on Feb. 5, 2008 from the Baikonur Cosmodrome in Kazakhstan to deliver more than 2.5 tons of food, fuel, oxygen and other supplies to the Expedition 16 crewmembers onboard the station. Progress automatically docked to the Pirs Docking Compartment at 8:30 a.m. (CST) on Feb. 7.

Progress 28 supply vehicle approach

NASA Image and Video Library

2008-02-07

ISS016-E-027815 (7 Feb. 2008) --- Backdropped by a colorful Earth, an unpiloted Progress supply vehicle approaches the International Space Station. Progress 28 resupply craft launched at 7:03 a.m. (CST) on Feb. 5, 2008 from the Baikonur Cosmodrome in Kazakhstan to deliver more than 2.5 tons of food, fuel, oxygen and other supplies to the Expedition 16 crewmembers onboard the station. Progress automatically docked to the Pirs Docking Compartment at 8:30 a.m. (CST) on Feb. 7.

TU-AB-BRC-08: Egs-brachy, a Fast and Versatile Monte Carlo Code for Brachytherapy Applications

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

Chamberland, M; Taylor, R; Rogers, D

2016-06-15

Purpose: To introduce egs-brachy, a new, fast, and versatile Monte Carlo code for brachytherapy applications. Methods: egs-brachy is an EGSnrc user-code based on the EGSnrc C++ class library (egs++). Complex phantom, applicator, and source model geometries are built using the egs++ geometry module. egs-brachy uses a tracklength estimator to score collision kerma in voxels. Interaction, spectrum, energy fluence, and phase space scoring are also implemented. Phase space sources and particle recycling may be used to improve simulation efficiency. HDR treatments (e.g. stepping source through dwell positions) can be simulated. Standard brachytherapy seeds, as well as electron and miniature x-ray tubemore » sources are fully modelled. Variance reduction techniques for electron source simulations are implemented (Bremsstrahlung cross section enhancement, uniform Bremsstrahlung splitting, and Russian Roulette). TG-43 parameters of seeds are computed and compared to published values. Example simulations of various treatments are carried out on a single 2.5 GHz Intel Xeon E5-2680 v3 processor core. Results: TG-43 parameters calculated with egs-brachy show excellent agreement with published values. Using a phase space source, 2% average statistical uncertainty in the PTV ((2mm){sup 3} voxels) can be achieved in 10 s for 100 {sup 125}I or {sup 103}Pd seeds in a 36.2 cm{sup 3} prostate PTV, 31 s for 64 {sup 103}Pd seeds in a 64 cm{sup 3} breast PTV, and 56 s for a miniature x-ray tube in a 27 cm{sup 3} breast PTV. Comparable uncertainty is reached in 12 s in a (1 mm){sup 3} water voxel 5 mm away from a COMS 16mm eye plaque with 13 {sup 103}Pd seeds. Conclusion: The accuracy of egs-brachy has been demonstrated through benchmarking calculations. Calculation times are sufficiently fast to allow full MC simulations for routine treatment planning for diverse brachytherapy treatments (LDR, HDR, miniature x-ray tube). egs-brachy will be available as free and open-source software to the medical physics research community. This work is partially funded by the Canada Research Chairs program, the Natural Sciences and Engineering Research Council of Canada, and the Ontario Ministry of Research and Innovation (Ontario Early Researcher Award).« less

Modifiability Tactics

DTIC Science & Technology

2007-09-01

The Pattern Understood in Terms of Tactics 44 13.4 Variants 44 14 Microkernel Pattern 45 14.1 Problem 45 14.2 Solution 45 14.3 The Pattern...Figure 12: Model-View-Controller Pattern Structure 42 Figure 13: Presentation-Abstraction-Control Pattern Structure 43 Figure 14: Microkernel ...Presentation- Abstraction- Control X X X X Microkernel X X X X X Reflection X X Each pattern is described in more detail in the

Oxygen content and Tc of Ba 0.6K 0.4BiO 3-δ

NASA Astrophysics Data System (ADS)

Idemoto, Yasushi; Iwata, Yoshiki; Fueki, Kazuo

1992-10-01

The single phase of Ba 1- xK xBiO 3-δ with x=0.316∼0.514 was prepared by adding an excess amount of KO 2 to the starting materials and by washing the products with ethanol. In the case of Ba 0.6K 0.4BiO 3-δ, superconductivity appeared when the bismuth valence was higher than +4.2 and the highest Tc was attained at around a bismuth valence of +4.3. Tc decreased with the increase in bismuth valence above +4.3. A high temperature X-ray diffraction study revealed that the lattice constant increases by the thermal expansion below 400°C but the increase becomes remarkable above 400°C owing to evaporation of potassium and deoxygenation.

X-RAY OBSERVATIONS OF BOW SHOCKS AROUND RUNAWAY O STARS. THE CASE OF ζ OPH AND BD+43°3654

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

Toalá, J. A.; Guerrero, M. A.; Oskinova, L. M.

2016-04-20

Non-thermal radiation has been predicted within bow shocks around runaway stars by recent theoretical works. We present X-ray observations toward the runaway stars ζ Oph by Chandra and Suzaku and of BD+43°3654 by XMM-Newton to search for the presence of non-thermal X-ray emission. We found no evidence of non-thermal emission spatially coincident with the bow shocks; nonetheless, diffuse emission was detected in the vicinity of ζ Oph. After a careful analysis of its spectral characteristics, we conclude that this emission has a thermal nature with a plasma temperature of T ≈ 2 × 10{sup 6} K. The cometary shape ofmore » this emission seems to be in line with recent predictions of radiation-hydrodynamic models of runaway stars. The case of BD+43°3654 is puzzling, as non-thermal emission has been reported in a previous work for this source.« less

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

Cruz Vieira, I. da; Fatibello-Filho, O.

An amperometric biosensor for the determination of phenols is proposed using a crude extract of sweet potato (Ipomoea batatas (L.) Lam.) as an enzymatic source of polyphenol oxidase (PPO; tyrosinase; catechol oxidase; EC 1.14.18.1). The biosensor is constructed by the immobilization of sweet potato crude extract with glutaraldehyde and bovine serum albumin onto an oxygen membrane. This biosensor provides a linear response for catechol, pyrogallol, phenol and p-cresol in the concentration ranges of 2.0 x 10{sup -5} -4.3 x 10{sup -4} mol L{sup -1}, 2.0 x 10{sup -5} -4.3 x 10{sup -4} mol L{sup -1}, 2.0 x 10{sup -5} -4.5more » x 10{sup -4} mol L{sup -1} and 2.0 x 10{sup -5} -4.5 x 10{sup -4} mol L{sup -1}, respectively. The response time was about 3-5 min for the useful response range, and the lifetime of this electrode was excellent for fifteen days (over 220 determinations for each enzymatic membrane). Application of this biosensor for the determination of phenols in industrial wastewaters is presented.« less

Magnetic Susceptibility and Spin Exchange Interactions of the Hexagonal Perovskite-Type Oxides Sr 4/3(Mn 2/3Ni 1/3)O 3

NASA Astrophysics Data System (ADS)

El Abed, A.; Gaudin, E.; Darriet, J.; Whangbo, M.-H.

2002-02-01

Magnetic susceptibility measurements were carried out for two hexagonal perovskite-type oxides Sr1+x(Mn1-xNix)O3 with slightly different compositions (i.e., x={1}/{3} and 0.324). A significant difference in the susceptibilities of the two phases demonstrates the need to control phase compositions accurately. Sr4/3(Mn2/3Ni1/3)O3 consists of two spin sublattices, i.e., the Mn4+ and the Ni2+ ion sublattices. Spin dimer analysis was carried out to examine the relative strengths in the spin exchange interactions of the Mn4+ ion sublattice. The temperature dependence of the magnetic susceptibility of Sr4/3(Mn2/3Ni1/3)O3 was found consistent with a picture in which the Mn4+ ion sublattice has weakly interacting antiferromagnetically coupled (Mn4+)2 dimers, the Ni2+ ion sublattice acts as a paramagnetic system, and the two sublattices are nearly independent.

Collateral Damage Probability Models

DTIC Science & Technology

1980-01-22

u 0 % CJ C-1 04J) * UU -j C) 04- co w~c r-=..A2 42 0 01 00 .1 L). < - zwI C)- V L L - I x C)4-~ 0 C) LA . C-, W LI.. C) C) C) C 0 C D ) C -4 G39VWVG...278 03 03 183 85 + 231 43 RCL 279 06 06 184 53 ( 232 05 05 280 53 ( 185 43 RCL 233 33 X2 281 53 ( * 168 Table B.2 Program Listing (Continued) 282

Cutaneous Leishmaniasis

DTIC Science & Technology

2011-06-01

macrophage. Note also a few extracellular organisms (arrows). Giemsa x750 Figure 4.3 Female sandfly ( Lutzomyia longipalpis) taking blood meal from...Old World; Lutzomyia sp (Fig 4.3) and Psychodopygus sp in the New World) and transmitted to a host during a blood meal (Fig 4.4). Promastigotes

X-43A Rudder Spindle Fatigue Life Estimate and Testing

NASA Technical Reports Server (NTRS)

Glaessgen, Edward H.; Dawicke, David S.; Johnston, William M.; James, Mark A.; Simonsen, Micah; Mason, Brian H.

2005-01-01

Fatigue life analyses were performed using a standard strain-life approach and a linear cumulative damage parameter to assess the effect of a single accidental overload on the fatigue life of the Haynes 230 nickel-base superalloy X-43A rudder spindle. Because of a limited amount of information available about the Haynes 230 material, a series of tests were conducted to replicate the overload and in-service conditions for the spindle and corroborate the analysis. Both the analytical and experimental results suggest that the spindle will survive the anticipated flight loads.

The black X-43A rides on the front of a modified Pegasus booster rocket hung from the special pylon under the wing of NASA's B-52B mother ship. The photo was taken during a captive carry flight Jan. 26, 2004 to verify systems before an upcoming launch

NASA Image and Video Library

2004-01-26

The black X-43A rides on the front of a modified Pegasus booster rocket hung from the special pylon under the wing of NASA's B-52B mother ship. The photo was taken during a captive carry flight Jan. 26, 2004 to verify systems before an upcoming launch.

KSC-2014-4711

NASA Image and Video Library

2014-12-05

CAPE CANAVERAL, Fla. -- A Delta IV Heavy rocket lifts off from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system. For more information, visit www.nasa.gov/orion Photo credit: NASA/Jim Grossman

KSC-2014-4742

NASA Image and Video Library

2014-12-05

CAPE CANAVERAL, Fla. -- A Delta IV Heavy rocket lifts off from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system. For more information, visit www.nasa.gov/orion Photo credit: NASA/Sandra Joseph

KSC-2014-4710

NASA Image and Video Library

2014-12-05

CAPE CANAVERAL, Fla. -- A Delta IV Heavy rocket lifts off from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system. For more information, visit www.nasa.gov/orion Photo credit: NASA/Jim Grossman

KSC-2014-4733

NASA Image and Video Library

2014-12-05

CAPE CANAVERAL, Fla. -- A Delta IV Heavy rocket lifts off from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system. For more information, visit www.nasa.gov/orion Photo credit: NASA/Tim Terry

KSC-2014-4738

NASA Image and Video Library

2014-12-05

CAPE CANAVERAL, Fla. -- A Delta IV Heavy rocket lifts off from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system. For more information, visit www.nasa.gov/orion Photo credit: NASA/Sandra Joseph

KSC-2014-4730

NASA Image and Video Library

2014-12-05

CAPE CANAVERAL, Fla. -- A Delta IV Heavy rocket lifts off from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system. For more information, visit www.nasa.gov/orion Photo credit: NASA/Tim Terry

KSC-2014-4708

NASA Image and Video Library

2014-12-05

CAPE CANAVERAL, Fla. -- A Delta IV Heavy rocket lifts off from Space Launch Complex 37 at Cape Canaveral Air Force Station in Florida carrying NASA's Orion spacecraft on an unpiloted flight test to Earth orbit. Liftoff was at 7:05 a.m. EST. During the two-orbit, four-and-a-half hour mission, engineers will evaluate the systems critical to crew safety, the launch abort system, the heat shield and the parachute system. For more information, visit www.nasa.gov/orion Photo credit: NASA/Jim Grossman

Crystal structure and phase transition in (NH4)3WO2F5: from dynamic to static orientational disorder.

PubMed

Udovenko, Anatoly; Laptash, Natalia

2015-08-01

Single crystals of tungsten double salt (NH4)3WO2F5 = (NH4)3[WO2F4]F have been synthesized by solid-state reaction or from fluoride solution and its crystal structures at 296 and 193 K were determined by X-ray diffraction. At room temperature, the crystal structure of the compound is dynamically disordered with the ligand atoms statistically distributed on two positions (6e and 24m) of the Pm3m unit cell [a = 6.0298 (1) Å], and the tungsten atom dynamically disordered on 12 orientations forming a spatial cuboctahedron [W12] that enables the real geometry of cis-WO2F4 octahedron to be determined with two short W-O distances. On cooling, the compound undergoes a first-order phase transition with the symmetry change Pm3m → Pa3 and a doubling of the unit-cell parameter [a = 11.9635 (7) Å]. The ligand F(O) atoms statistically occupy two general 24d sites and form W1X6 and W2X6 octahedra, in which the O and F atoms are not crystallographically different that means a static orientational disorder of (NH4)3WO2F5.

GaAs Surface Passivation for Device Applications.

DTIC Science & Technology

1981-12-01

Ga203.’" . QI. a) / b) x 2.5 •• 24 21 18 As3d a) b) x 2. / 0 II 2 46 43 40 BINDING ENERGY (eV) Fig. 3 XPS spectra from a Ga2O3 covered GaAs surface of Ga...wU 24 21 Gas 18 SAs3d As2O3 ) .. 46 43 40 BINDING ENERGY (e) Fig. 4 XPS spectra from a AsJ03- Ga2O3 covered GaAs surface of Ga 3d (upper panel) and As

Window type: 2x3 fixed multipaned steel window flanked by 1x3 ...

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

Window type: 2x3 fixed multipaned steel window flanked by 1x3 multipaned steel casements. Concrete sill and spandrel also illustrated. Building 43, facing east - Harbor Hills Housing Project, 26607 Western Avenue, Lomita, Los Angeles County, CA

Pilot Evaluation of Adaptive Control in Motion-Based Flight Simulator

NASA Technical Reports Server (NTRS)

Kaneshige, John T.; Campbell, Stefan Forrest

2009-01-01

The objective of this work is to assess the strengths, weaknesses, and robustness characteristics of several MRAC (Model-Reference Adaptive Control) based adaptive control technologies garnering interest from the community as a whole. To facilitate this, a control study using piloted and unpiloted simulations to evaluate sensitivities and handling qualities was conducted. The adaptive control technologies under consideration were ALR (Adaptive Loop Recovery), BLS (Bounded Linear Stability), Hybrid Adaptive Control, L1, OCM (Optimal Control Modification), PMRAC (Predictor-based MRAC), and traditional MRAC

Progress 23 supply vehicle approach

NASA Image and Video Library

2006-10-26

ISS014-E-06544 (26 Oct. 2006) --- Backdropped by a blue and white Earth, an unpiloted Progress supply vehicle approaches the International Space Station. Progress docked to the aft port of the Zvezda Service Module at 9:29 a.m. (CDT) on Oct. 26. The spacecraft used the automated Kurs system to dock at the aft port of the Zvezda service module. Expedition 14 flight engineer Mikhail Tyurin stood by at the manual Toru docking system controls, but the automated system functioned as designed and manual intervention was not needed.

Flight-Test-Determined Aerodynamic Force and Moment Characteristics of the X-43A at Mach 7.0

NASA Technical Reports Server (NTRS)

Davis. Marl C.; White, J. Terry

2006-01-01

The second flight of the Hyper-X program afforded a unique opportunity to determine the aerodynamic force and moment characteristics of an airframe-integrated scramjet-powered aircraft in hypersonic flight. These data were gathered via a repeated series of pitch, yaw, and roll doublets; frequency sweeps; and pushover-pullup maneuvers performed throughout the X-43A cowl-closed descent. Maneuvers were conducted at Mach numbers of 6.80 to 0.95 and altitudes from 92,000 ft msl to sea level. The dynamic pressure varied from 1300 psf to 400 psf with the angle of attack ranging from 0 deg to 14 deg. The flight-extracted aerodynamics were compared with preflight predictions based on wind-tunnel-test data. The X-43A flight-derived axial force was found to be 10 percent to 15 percent higher than prediction. Under-predictions of similar magnitude were observed for the normal force. For Mach numbers above 4.0, the flight-derived stability and control characteristics resulted in larger-than-predicted static margins, with the largest discrepancy approximately 5 in. forward along the x-axis center of gravity at Mach 6.0. This condition would result in less static margin in pitch. The predicted lateral-directional stability and control characteristics matched well with flight data when allowance was made for the high uncertainty in angle of sideslip.

X-43A Flight-Test-Determined Aerodynamic Force and Moment Characteristics at Mach 7.0

NASA Technical Reports Server (NTRS)

Davis, Mark C.; White, J. Terry

2008-01-01

The second flight of the Hyper-X program afforded a unique opportunity to determine the aerodynamic force and moment characteristics of an airframe-integrated scramjet-powered aircraft in hypersonic flight. These data were gathered via a repeated series of pitch, yaw, and roll doublets, frequency sweeps, and pushover-pullup maneuvers performed throughout the X-43A cowl-closed descent. Maneuvers were conducted at Mach numbers of 6.80-0.95 and at altitudes from 92,000 ft mean sea level to sea level. The dynamic pressure varied from 1300 to 400 psf with the angle of attack ranging from 0 to 14 deg. The flight-extracted aerodynamics were compared with preflight predictions based on wind-tunnel test data. The X-43A flight-derived axial force was found to be 10-15%higher than prediction. Underpredictions of similar magnitude were observed for the normal force. For Mach numbers above 4.0, the flight-derived stability and control characteristics resulted in larger-than-predicted static margins, with the largest discrepancy approximately 5 in. forward along the x-axis center of gravity at Mach 6.0. This condition would result in less static margin in pitch. The predicted lateral-directional stability and control characteristics matched well with flight data when allowance was made for the high uncertainty in angle of sideslip.

Combinatorial Geometry Computer Models of Sitting and Standing Crew Personnel

DTIC Science & Technology

1981-08-01

Anthropometry - 1976,11 US Army Natick Laboratories Technical Report No. 72-51-CE, December, 1971. 10 4-). 0 4-3 4-3 =- -mr - 4. . 0 C- 4- WW~ C0 0 4...t.4IwI-4S-4 4A Vs x 1-4~ i-I a~ 4 >- *E0. .- ~-- I- u ~.Iz 4 www ou u0 W(. cc 0 I- I-W OW(AWWW Wj oz 0 WW4 X XL U. WEE.-J. d- 1.4 o ZZ W W w LL to4W0

Proceedings of Damping Volume 2 of 3

DTIC Science & Technology

1993-06-01

engineering, marine engineering, auto-industry, sporting goods, proved that the realms of application will definitely be expanding. The paper surveyed by...G13 = G13 + i Tic G13 (43a) D11 = D + i ibD (43b) (AI-All)* =(All-All) + i ql(AI1-AIl) (43c) B11 ’= Bjj + i 1d BIL (43d) (All+A11) =(Aj1 +Ajj) + i l.(A...F.: Tail Buffet Characteristics and Longitudinal Oscillation of Combat Airplanes. NAVY x Bureau of Aeronautics, Structures Project Report No. 27, Feb

Solar electric propulsion for Mars transport vehicles

NASA Technical Reports Server (NTRS)

Hickman, J. M.; Curtis, H. B.; Alexander, S. W.; Gilland, J. H.; Hack, K. J.; Lawrence, C.; Swartz, C. K.

1990-01-01

Solar electric propulsion (SEP) is an alternative to chemical and nuclear powered propulsion systems for both piloted and unpiloted Mars transport vehicles. Photovoltaic solar cell and array technologies were evaluated as components of SEP power systems. Of the systems considered, the SEP power system composed of multijunction solar cells in an ENTECH domed fresnel concentrator array had the least array mass and area. Trip times to Mars optimized for minimum propellant mass were calculated. Additionally, a preliminary vehicle concept was designed.

HTV3 Approach and Grapple

NASA Image and Video Library

2012-07-27

ISS032-E-010834 (27 July 2012) --- The International Space Station’s Canadarm2 grapples the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) as it approaches the station. NASA astronaut Joe Acaba and Japan Aerospace Exploration Agency astronaut Aki Hoshide, both Expedition 32 flight engineers, used the station's robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

HTV3 Approach and Grapple

NASA Image and Video Library

2012-07-27

ISS032-E-010832 (27 July 2012) --- The International Space Station’s Canadarm2 grapples the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) as it approaches the station. NASA astronaut Joe Acaba and Japan Aerospace Exploration Agency astronaut Aki Hoshide, both Expedition 32 flight engineers, used the station's robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

View of HTV3 berthed to Node 2

NASA Image and Video Library

2012-07-27

ISS032-E-010473 (27 July 2012) --- The unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) is featured in this image photographed by an Expedition 32 crew member shortly after the HTV-3 was berthed to the Earth-facing port of the International Space Station's Harmony node using the Canadarm2 robotic arm. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012. Earth?s horizon and the blackness of space provide the backdrop for the scene.

View of HTV3 berthed to Node 2

NASA Image and Video Library

2012-07-27

ISS032-E-010464 (27 July 2012) --- The unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) is featured in this image photographed by an Expedition 32 crew member shortly after the HTV-3 was berthed to the Earth-facing port of the International Space Station's Harmony node using the Canadarm2 robotic arm. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012. Earth?s horizon and the blackness of space provide the backdrop for the scene.

View of HTV3 berthed to Node 2

NASA Image and Video Library

2012-07-27

ISS032-E-010476 (27 July 2012) --- The unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) is featured in this image photographed by an Expedition 32 crew member shortly after the HTV-3 was berthed to the Earth-facing port of the International Space Station's Harmony node using the Canadarm2 robotic arm. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012. Earth?s horizon and the blackness of space provide the backdrop for the scene.

Learning from Experience Case Studies of the Hyper-X Project

NASA Technical Reports Server (NTRS)

Peebles, Curtis

2009-01-01

The Hyper-X project (X-43A) provides a number of "lessons learned" which can be applied to other aerospace project. The specific areas examined were the selection of the goals of the Hyper-X. How the technical unknowns and assumptions were handled. The final lesson was the ambiguous nature of risk assessment, and how trying to remove a technical unknown can have unintended consequences.

Rise of the Functionals?: Mobility Air Force Developmental Teams and their Impact on Officer Education and Advancement

DTIC Science & Technology

2014-06-01

Specialists (43X/44X/45X) Chaplain (52R) Civil Engineer (32E) Combat Air Force Contracting (64P) Cyber Operations (17D) Dental (47X) Finance (65 F...assume the principal has a perfect decision making calculus . The MAF DT may actually have asymmetric information, and given the opportunity, they could

TOPOTACTIC LITHIUM INSERTION/EXTRACTION PROPERTIES OF A NEW POLYANION MATERIAL LiXCo2(MoO4)3 [0 ≤ X < 3] FOR RECHARGEABLE LITHIUM BATTERIES

NASA Astrophysics Data System (ADS)

Begam, K. M.; Michael, M. S.; Prabaharan, S. R. S.

An open framework type new material LixCo2(MoO4)3 [0 ≤ x < 3] possessing NASICON structure was identified as positive electrode material for use in 3V class lithium batteries. The new material was synthesized in its non-lithiated phase employing a metal/organic precursor method using a soft-combustion approach. We report here on the structural and electrochemical Li+ insertion/extraction properties of the resultant product. XRD revealed a single phase Co2(MoO4)3 powders and the annealed powders were found to contain ultrafine spherical grains. The redox behavior of the new material was demonstrated in lithium containing cells using the conventional wet cell configuration under Li+ aprotic organic electrolyte environment. The material offered a discharge capacity of 110 mAh/g between 3.5V and 1.5V during the first cycle and 50% of the initial capacity was retained at the end of 20th cycle.

Integrated Aero-Propulsion CFD Methodology for the Hyper-X Flight Experiment

NASA Technical Reports Server (NTRS)

Cockrell, Charles E., Jr.; Engelund, Walter C.; Bittner, Robert D.; Dilley, Arthur D.; Jentink, Tom N.; Frendi, Abdelkader

2000-01-01

Computational fluid dynamics (CFD) tools have been used extensively in the analysis and development of the X-43A Hyper-X Research Vehicle (HXRV). A significant element of this analysis is the prediction of integrated vehicle aero-propulsive performance, which includes an integration of aerodynamic and propulsion flow fields. This paper describes analysis tools used and the methodology for obtaining pre-flight predictions of longitudinal performance increments. The use of higher-fidelity methods to examine flow-field characteristics and scramjet flowpath component performance is also discussed. Limited comparisons with available ground test data are shown to illustrate the approach used to calibrate methods and assess solution accuracy. Inviscid calculations to evaluate lateral-directional stability characteristics are discussed. The methodology behind 3D tip-to-tail calculations is described and the impact of 3D exhaust plume expansion in the afterbody region is illustrated. Finally, future technology development needs in the area of hypersonic propulsion-airframe integration analysis are discussed.

Simultaneous Knockout of CXCR4 and CCR5 Genes in CD4+ T Cells via CRISPR/Cas9 Confers Resistance to Both X4- and R5-Tropic Human Immunodeficiency Virus Type 1 Infection.

PubMed

Yu, Songlin; Yao, Yongchao; Xiao, Hongkui; Li, Jiaojiao; Liu, Quan; Yang, Yijun; Adah, Dickson; Lu, Junnan; Zhao, Siting; Qin, Li; Chen, Xiaoping

2018-01-01

Previous research has proven that disruption of either the CCR5 or the CXCR4 gene confers resistance to R5-tropic or X4-tropic human immunodeficiency virus type 1 (HIV-1) infection, respectively. However, the urgent need to ablate both of the co-receptors in individual post-thymic CD4+ T cells for dual protection remains. This study ablated the CCR5 and CXCR4 genes in human CD4+ cell lines and primary CD4+ T cells simultaneously using clustered regularly interspaced short palindromic repeats (CRISPR)/Cas9, a well-developed, highly efficient genetic engineering tool. The efficiency of gene modification is as high as 55% for CCR5 and 36% for CXCR4 in CD4+ cell lines through infection of a single lentiviral vector (LV-X4R5), which were markedly protected from both HIV-1 NL4-3 (X4-using strain) and HIV-1 YU-2 (R5-using strain) infection. Importantly, approximately 9% of the modified GHOST (3) CXCR4+CCR5+ cells harbor four bi-allelic gene disruptions in both the CXCR4 and CCR5 loci. Moreover, co-delivery of two single-guide RNAs loaded with Cas9: ribonucleoprotein (sgX4&R5 Cas9RNP) disrupted >12% of CCR5 and 10% of CXCR4 in primary human CD4+ T cells, which were rendered resistant to HIV-1 NL4-3 and HIV-1 YU-2 in vitro. Further, the modified cells do not show discernible mutagenesis in top-ranked off-target genes by the Surveyor assay and Sanger sequencing analysis. The results demonstrate the safety and efficacy of CRISPR/Cas9 in multiplex gene modification on peripherally circulating CD4+ T cells, which may promote a functional cure for HIV-1 infection.

50 CFR Table 43 to Part 679 - Northern Bering Sea Research Area

Code of Federal Regulations, 2010 CFR

2010-10-01

... 50 Wildlife and Fisheries 9 2010-10-01 2010-10-01 false Northern Bering Sea Research Area 43 Table 43 to Part 679 Wildlife and Fisheries FISHERY CONSERVATION AND MANAGEMENT, NATIONAL OCEANIC AND... ALASKA Pt. 679, Table 43 Table 43 to Part 679—Northern Bering Sea Research Area Longitude Latitude 1687...

Influence of Energy Input on the Flow Past Hypersonic Aircraft X-43

NASA Astrophysics Data System (ADS)

Khankhasaeva, Ya V.; E Borisov, V.; E Lutsky, A.

2017-02-01

This paper deals with a numerical study of the influence of energy sources on the flow past hypersonic aircraft X-43. Flight mode with M = 6 and angle of attack α = 0°, 4° with energy deposition in areas around various parts of HA was considered. It is shown that energy input in front of the bow of the HA leads to a significant weakening of the bow shock wave and an increase in aerodynamic efficiency of the vehicle. The results of studies on the impact of energy input in the scramjet intake are also presented.

Compact Ozone Lidar for Atmospheric Ozone and Aerosol Measurements

NASA Technical Reports Server (NTRS)

Marcia, Joel; DeYoung, Russell J.

2007-01-01

A small compact ozone differential absorption lidar capable of being deployed on a small aircraft or unpiloted atmospheric vehicle (UAV) has been tested. The Ce:LiCAF tunable UV laser is pumped by a quadrupled Nd:YLF laser. Test results on the laser transmitter demonstrated 1.4 W in the IR and 240 mW in the green at 1000 Hz. The receiver consists of three photon-counting channels, which are a far field PMT, a near field UV PMT, and a green PMT. Each channel was tested for their saturation characteristics.

Density functional theory calculations for the band gap and formation energy of Pr4-xCaxSi12O3+xN18-x; a highly disordered compound with low symmetry and a large cell size.

PubMed

Hong, Sung Un; Singh, Satendra Pal; Pyo, Myoungho; Park, Woon Bae; Sohn, Kee-Sun

2017-06-28

A novel oxynitride compound, Pr 4-x Ca x Si 12 O 3+x N 18-x , synthesized using a solid-state route has been characterized as a monoclinic structure in the C2 space group using Rietveld refinement on synchrotron powder X-ray diffraction data. The crystal structure of this compound was disordered due to the random distribution of Ca/Pr and N/O ions at various Wyckoff sites. A pragmatic approach for an ab initio calculation based on density function theory (DFT) for this disordered compound has been implemented to calculate an acceptable value of the band gap and formation energy. In general, for the DFT calculation of a disordered compound, a sufficiently large super cell and infinite variety of ensemble configurations is adopted to simulate the random distribution of ions; however, such an approach is time consuming and cost ineffective. Even a single unit cell model gave rise to 43 008 independent configurations as an input model for the DFT calculations. Since it was nearly impossible to calculate the formation energy and the band gap energy for all 43 008 configurations, an elitist non-dominated sorting genetic algorithm (NSGA-II) was employed to find the plausible configurations. In the NSGA-II, all 43 008 configurations were mathematically treated as genomes and the calculated band gap and the formation energy as the objective (fitness) function. Generalized gradient approximation (GGA) was first employed in the preliminary screening using NSGA-II, and thereafter a hybrid functional calculation (HSE06) was executed only for the most plausible GGA-relaxed configurations with lower formation and higher band gap energies. The final band gap energy (3.62 eV) obtained after averaging over the selected configurations, resembles closely the experimental band gap value (4.11 eV).

Cognitive Algorithms for Signal Processing

DTIC Science & Technology

2011-03-18

Analysis of Millennial Spiritual Issues,” Zygon, Journal of Science and Religion , 43(4), 797-821, 2008. [46] R. Linnehan, C. Mutz, L.I. Perlovsky, B...dimensions of X and Y : (a) true ‘smile’ and ‘frown’ patterns are shown without clutter; (b) actual image available for recognition (signal is below...clutter in 2 dimensions of X(n) = (X, Y ), is given by l(X(n)|m = clutter) = 1/ (X •  Y ), X = (Xmax-Xmin),  Y = (Ymax-Ymin); (6) 13 Minimal

[Treatment of polluted urban river water using filamentous green algae].

PubMed

Liang, Xia; Li, Xiao-Ping

2008-01-01

Filamentous green algae dominated treatment system was set up to remove contaminants from polluted urban river water under lab conditions. Experiments show that TP is decreased up to 50%, associated with 72% removal of TSS. The removal efficiencies of soluble species, PO4(3-) and NH4(+)-N, are up to 90% and 85% respectively. Under heavily polluted conditions (TP > 3.0 mg x L(-1), TN > 22.0 mg x L(-1)), the average removal efficiencies of TP and TN are 89% and 45% respectively, while under light polluted conditions (TP < 0.50 mg x L(-1), TN < 10 mg x L(-1)), the average effluent concentration of PO4(3-) and NH4(+)-N are well below 0.1 mg x L(-1) and 2.0 mg x L(-1) respectively. During the experiments, the biomass of filamentous green algae is increased significantly (38.78%), and at the same time a large number of unicellular Chlorophytes and Cyanophytes species are occurred on the interior wall surface of experimental fertility. The maximum biomass occurs at the highest concentration of DO.

H-II Transfer Vehicle (HTV)-4

NASA Image and Video Library

2013-08-09

ISS036-E-030702 (9 Aug. 2013) --- The unpiloted Japanese "Kounotori" H2 Transfer Vehicle-4 (HTV-4) approaches the International Space Station. The HTV, a 33-foot-long, 13-foot-diameter unmanned cargo transfer spacecraft, is delivering 3.6 tons of science experiments, equipment and supplies to the orbiting complex. HTV-4 launched from the Tanegashima Space Center in southern Japan on Aug.3 at 3:48 p.m. (Aug. 4 at 4:48 a.m., Japan time). A blue and white part of Earth provides the backdrop for the scene.

H-II Transfer Vehicle (HTV)-4

NASA Image and Video Library

2013-08-09

ISS036-E-030638 (9 Aug. 2013) --- The unpiloted Japanese "Kounotori" H2 Transfer Vehicle-4 (HTV-4) approaches the International Space Station. The HTV, a 33-foot-long, 13-foot-diameter unmanned cargo transfer spacecraft, is delivering 3.6 tons of science experiments, equipment and supplies to the orbiting complex. HTV-4 launched from the Tanegashima Space Center in southern Japan on Aug.3 at 3:48 p.m. (Aug. 4 at 4:48 a.m., Japan time). A blue and white part of Earth provides the backdrop for the scene.

Localized excitons in fluoroperovskite LiBaF3 crystals

NASA Astrophysics Data System (ADS)

Springis, Maris; Trukhin, Anatoly N.; Tale, Ivar

2003-08-01

Two radiating processes in LiBaF3 crystals, fast valence-core transitions (5.4 - 6.5 eV) and slow, so called self-trapped exciton luminescence (about 4.3 eV), are important for practical application. Here we present a study of 4.3 eV luminescence under X-ray excitation and photoexcitation as well as under photostimulation after X-irradiation of undoped and Ag-doped LiBaF3 crystals at various temperatures. It is shown that 4.3 eV luminescence appears under X-ray excitation at least from 85 K to 400 K in both undoped and doped crystals. In all samples studied the excitation spectra of 4.3 eV luminescence contain both the main exciton like band at the edge of fundamental absorption at about 10 eV and weaker band in 7.8 - 8.6 eV region. Luminescence spectrum in the 3.8 - 4.8 eV region under 7.8 - 8.6 eV excitation differs slightly from that under 10 eV excitation. Several luminescence bands in 3.8 - 4.8 eV region arises in the temperature range 85 - 230 K under photostimulation in absorption band of F-type center at 2.9 eV created previously under X-irradiation. We propose the luminescence of LiBaF3 crystals in the 3.8 - 4.8 eV region may be caused by localized excitons formed not only under excitation near the fundamental absorption but also in result of electron recombination with localized holes thermally destroyed above 230 K.

Epitaxial growth of InGaN nanowire arrays for light emitting diodes.

PubMed

Hahn, Christopher; Zhang, Zhaoyu; Fu, Anthony; Wu, Cheng Hao; Hwang, Yun Jeong; Gargas, Daniel J; Yang, Peidong

2011-05-24

Significant synthetic challenges remain for the epitaxial growth of high-quality InGaN across the entire compositional range. One strategy to address these challenges has been to use the nanowire geometry because of its strain relieving properties. Here, we demonstrate the heteroepitaxial growth of In(x)Ga(1-x)N nanowire arrays (0.06 ≤ x ≤ 0.43) on c-plane sapphire (Al(2)O(3)(001)) using a halide chemical vapor deposition (HCVD) technique. Scanning electron microscopy and X-ray diffraction characterization confirmed the long-range order and epitaxy of vertically oriented nanowires. Structural characterization by transmission electron microscopy showed that single crystalline nanowires were grown in the ⟨002⟩ direction. Optical properties of InGaN nanowire arrays were investigated by absorption and photoluminescence measurements. These measurements show the tunable direct band gap properties of InGaN nanowires into the yellow-orange region of the visible spectrum. To demonstrate the utility of our HCVD method for implementation into devices, LEDs were fabricated from In(x)Ga(1-x)N nanowires epitaxially grown on p-GaN(001). Devices showed blue (x = 0.06), green (x = 0.28), and orange (x = 0.43) electroluminescence, demonstrating electrically driven color tunable emission from this p-n junction.

Expedition 32 FE Acaba poses for a photo in the Cupola

NASA Image and Video Library

2012-07-27

ISS032-E-010613 (27 July 2012) --- NASA astronaut Joe Acaba is pictured in the International Space Station?s Cupola as the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) approaches the station. Acaba and Japan Aerospace Exploration Agency astronaut Aki Hoshide (out of frame), both Expedition 32 flight engineers, used the station's Canadarm2 robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

View of HTV3 grappled by SSRMS

NASA Image and Video Library

2012-07-27

ISS032-E-010436 (27 July 2012) --- As seen through a window in the Cupola, the International Space Station’s Canadarm2 grapples the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) as it approaches the station. NASA astronaut Joe Acaba and Japan Aerospace Exploration Agency astronaut Aki Hoshide, both Expedition 32 flight engineers, used the station's robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

KSC-2013-3275

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred from a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3268

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are secured on a floating dock system for transfer to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3263

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, a floating dock system carries the Orion boilerplate test article and support equipment for a stationary recovery test aboard a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3276

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred from a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3265

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred on a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3264

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred on a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3273

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred from a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3270

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred on a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3269

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred on a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3272

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred on a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3274

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred from a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2103-3267

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are secured on a floating dock system for transfer to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3271

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred on a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

Rep. Ken Calvert, R-Calif., chairman of the House Subcommittee on Space and Aeronautics, was briefed by X-43A engineer Laurie Grindle during his tour of Dryden

NASA Image and Video Library

2005-06-02

Rep. Ken Calvert, (R-Calif.), chairman of the House Subcommittee on Space and Aeronautics, received an update on the mission of NASA's Dryden Flight Research Center during a visit on June 2, 2005. Rep. Calvert, accompanied by several staff members, was briefed by center management on the Dryden's role as a flight research institution, and then reviewed some of the center's recent, current and upcoming flight research projects during a tour of the facility. During the afternoon, Rep. Calvert received similar briefings on a variety of projects at several aerospace development firms at the Civilian Flight Test Center in Mojave. Rep. Calvert's tour of NASA Dryden was the second in a series of visits to all 10 NASA field centers to better acquaint him with the roles and responsibilities of each center.

Imaging the surface morphology, chemistry and conductivity of LiNi 1/3 Fe 1/3 Mn 4/3 O 4 crystalline facets using scanning transmission X-ray microscopy

DOE PAGES

Zhou, Jigang; Wang, Jian; Cutler, Jeffrey; ...

2016-07-26

We have employed scanning transmission X-ray microscopy (STXM) using the X-ray fluorescence mode in order to elucidate the chemical structures at Ni, Fe, Mn and O sites from the (111) and (100) facets of micron-sized LiNi 1/3Fe 1/3Mn 4/3O 4 energy material particles. Furthermore, STXM imaging using electron yield mode has mapped out the surface conductivity of the crystalline particles. Our study presents a novel approach that visualizes local element segregation, chemistry and conductivity variation among different crystal facets, which will assist further tailoring of the morphology and surface structure of this high voltage spinel lithium ion battery cathode material.

KSC-2013-3288

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are transferred to a U.S. Navy ship from a floating dock system. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3287

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article is transferred to a U.S. Navy ship from a floating dock system for a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3289

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test have been secured on a U.S. Navy ship from a floating dock system. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3266

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are transferred by floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 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/Dimitri Gerondidakis

KSC-2013-3283

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are being transferred on a floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3281

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, a floating dock system carries the Orion boilerplate test article and support equipment for a stationary recovery test aboard a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3282

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, a floating dock system carries the Orion boilerplate test article and support equipment for a stationary recovery test aboard a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3346

NASA Image and Video Library

2013-08-15

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, members of the media observe the Orion boilerplate test article and support equipment for a stationary recovery test secured in a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3316

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, NASA and U.S. Navy personnel prepare the Orion boilerplate test article and support equipment for a stationary recovery test on a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3286

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are transferred by floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3330

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article floats in the water near a U.S. Navy ship during a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3322

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article floats in the water near a U.S. Navy ship during a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3290

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article has been secured on a U.S. Navy ship after arriving by floating dock system for a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3335

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article is being returned to a U.S. Navy ship following a stationary recovery test in the water. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3327

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article floats in the water near a U.S. Navy ship during a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3343

NASA Image and Video Library

2013-08-15

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, NASA and the U.S. Navy are conducting a stationary recovery test on the Orion boilerplate test article in the water near a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3319

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article has been moved from a U.S. Navy ship and placed in the water for a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3292

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test have been secured on a U.S. Navy ship after arriving by floating dock system. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3312

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, NASA and U.S. Navy personnel prepare the Orion boilerplate test article for a stationary recovery test aboard a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3333

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article is being returned to a U.S. Navy ship following a stationary recovery test in the water. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3314

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are secured on a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3317

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, NASA and U.S. Navy personnel prepare the Orion boilerplate test article and support equipment for a stationary recovery test on a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3334

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article is being returned to a U.S. Navy ship following a stationary recovery test in the water. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3318

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article is being moved from a U.S. Navy ship and placed in the water for a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3337

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article has been returned to a U.S. Navy ship following a stationary recovery test in the water. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3338

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article has been returned to a U.S. Navy ship following a stationary recovery test in the water. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3284

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are transferred by floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3285

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article and support equipment for a stationary recovery test are transferred by floating dock system to a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3331

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article floats in the water near a U.S. Navy ship during a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3323

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, U.S. Navy personnel approach the Orion boilerplate test article to remove a tether line during a stationary recovery test in the water. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3291

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article was secured on a U.S. Navy ship after arriving by floating dock system for a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3313

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article is being prepared for a stationary recovery test aboard a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

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

Guseynov, R. R.; Tanriverdiyev, V. A.; Kipshidze, G., E-mail: gela.kishidze@stonybrook.ede

Unrelaxed InAs{sub 1–x}Sb{sub x} (x = 0.43 and 0.38) alloy layers are produced by molecular-beam epitaxy on compositionally graded GaInSb and AlGaInSb buffer layers. The high quality of the thin films produced is confirmed by the results of high-resolution X-ray diffraction analysis and micro-Raman studies. The twomode type of transformation of the phonon spectra of InAs{sub 1–x}Sb{sub x} alloys is established.

KSC-2013-3344

NASA Image and Video Library

2013-08-15

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, members of the news media observe the stationary recovery test being conducted on the Orion boilerplate test article in the water near a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3320

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, NASA and U.S. Navy personnel have attached tether lines to the Orion boilerplate test article for a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3325

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, U.S. Navy personnel detach tether lines from the Orion boilerplate test article during a stationary recovery test in the water. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3326

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, U.S. Navy personnel detach tether lines from the Orion boilerplate test article during a stationary recovery test in the water. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3328

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, NASA and U.S. Navy personnel monitor the progress as the Orion boilerplate test article floats in the water during a stationary recovery test. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3340

NASA Image and Video Library

2013-08-15

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, members of the news media observe the stationary recovery test being conducted on the Orion boilerplate test article in the water near a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3332

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, NASA and U.S. Navy personnel practice procedures during a stationary recovery test on the Orion boilerplate test article. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3324

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, U.S. Navy personnel approach the Orion boilerplate test article during a stationary recovery test in the water. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

Expedition 32 Crew Members monitor HTV-3 Approach

NASA Image and Video Library

2012-07-27

ISS032-E-010681 (27 July 2012) --- NASA astronaut Joe Acaba (with still camera) and Japan Aerospace Exploration Agency astronaut Aki Hoshide, both Expedition 32 flight engineers, are pictured in the International Space Station’s Cupola as the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) approaches the station. Hoshide and Acaba used the station's Canadarm2 robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

View of HTV3 grappled by SSRMS

NASA Image and Video Library

2012-07-27

ISS032-E-010443 (27 July 2012) --- Backdropped by Earth’s horizon and the blackness of space, the International Space Station’s Canadarm2 grapples the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) as it approaches the station. NASA astronaut Joe Acaba and Japan Aerospace Exploration Agency astronaut Aki Hoshide, both Expedition 32 flight engineers, used the station's robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

Japanese Kounotori HTV-2 Transfer Vehicle

NASA Image and Video Library

2011-01-27

ISS026-E-020932 (27 Jan. 2011) --- Backdropped by Earth?s horizon and the blackness of space, the International Space Station's Canadarm2 grapples the unpiloted Japanese Kounotori2 H-II Transfer Vehicle (HTV2) as it approaches the station. NASA astronaut Catherine (Cady) Coleman and European Space Agency astronaut Paolo Nespoli, both Expedition 26 flight engineers, used the station?s robotic arm to attach the HTV2 to the Earth-facing port of the station?s Harmony node. The attachment was completed at 9:51 a.m. (EST) on Jan. 27, 2011.

Expedition 32 Crew Members monitor HTV-3 Approach

NASA Image and Video Library

2012-07-27

ISS032-E-010672 (27 July 2012) --- NASA astronaut Joe Acaba (foreground) and Japan Aerospace Exploration Agency astronaut Aki Hoshide, both Expedition 32 flight engineers, are pictured in the International Space Station’s Cupola as the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) approaches the station. Hoshide and Acaba used the station's Canadarm2 robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

HTV3 Approach

NASA Image and Video Library

2012-07-27

ISS032-E-010609 (27 July 2012) --- As seen through windows in the Cupola, the station's Canadarm2 robotic arm moves toward the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) as it approaches the International Space Station. NASA astronaut Joe Acaba and Japan Aerospace Exploration Agency astronaut Aki Hoshide, both Expedition 32 flight engineers, used the station's robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

Finite-beta equilibria for Wendelstein 7-X configurations using the Princeton Iterative Equilibrium Solver code

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

Arndt, S.; Merkel, P.; Monticello, D.A.

Fixed- and free-boundary equilibria for Wendelstein 7-X (W7-X) [W. Lotz {ital et al.}, {ital Plasma Physics and Controlled Nuclear Fusion Research 1990} (Proc. 13th Int. Conf. Washington, DC, 1990), (International Atomic Energy Agency, Vienna, 1991), Vol. 2, p. 603] configurations are calculated using the Princeton Iterative Equilibrium Solver (PIES) [A. H. Reiman {ital et al.}, Comput. Phys. Commun., {bold 43}, 157 (1986)] to deal with magnetic islands and stochastic regions. Usually, these W7-X configurations require a large number of iterations for PIES convergence. Here, two methods have been successfully tested in an attempt to decrease the number of iterations neededmore » for convergence. First, periodic sequences of different blending parameters are used. Second, the initial guess is vastly improved by using results of the Variational Moments Equilibrium Code (VMEC) [S. P. Hirshmann {ital et al.}, Phys. Fluids {bold 26}, 3553 (1983)]. Use of these two methods have allowed verification of the Hamada condition and tendency of {open_quotes}self-healing{close_quotes} of islands has been observed. {copyright} {ital 1999 American Institute of Physics.}« less

Crystal structure and Temperature-Dependent Luminescence Characteristics of KMg4(PO4)3:Eu2+ phosphor for White Light-emitting diodes

PubMed Central

Chen, Jian; Liu, Yangai; Mei, Lefu; Liu, Haikun; Fang, Minghao; Huang, Zhaohui

2015-01-01

The KMg4(PO4)3:Eu2+ phosphor was prepared by the conventional high temperature solid-state reaction. The crystal structure, luminescence and reflectance spectra, thermal stability, quantum efficiency and the application for N-UV LED were studied respectively. The phase formation and crystal structure of KMg4(PO4)3:Eu2+ were confirmed from the powder X-ray diffraction and the Rietveld refinement. The concentration quenching of Eu2+ in the KMg4(PO4)3 host was determined to be 1mol% and the quenching mechanism was certified to be the dipole–dipole interaction. The energy transfer critical distance of as-prepared phosphor was calculated to be about 35.84Å. Furthermore, the phosphor exhibited good thermal stability and the corresponding activation energy ΔE was reckoned to be 0.24eV. Upon excitation at 365nm, the internal quantum efficiency of the optimized KMg4(PO4)3:Eu2+ was estimated to be 50.44%. The white N-UV LEDs was fabricated via KMg4(PO4)3:Eu2+, green-emitting (Ba,Sr)2SiO4:Eu2+, and red-emitting CaAlSiN3:Eu2+ phosphors with a near-UV chip. The excellent color rendering index (Ra = 96) at a correlated color temperature (5227.08K) with CIE coordinates of x = 0.34, y = 0.35 of the WLED device indicates that KMg4(PO4)3:Eu2+ is a promising blue-emitting phosphor for white N-UV light emitting diodes (LEDs). PMID:25855866

Crystal structure and temperature-dependent luminescence characteristics of KMg4(PO4)3:Eu(2+) phosphor for white light-emitting diodes.

PubMed

Chen, Jian; Liu, Yangai; Mei, Lefu; Liu, Haikun; Fang, Minghao; Huang, Zhaohui

2015-04-09

The KMg4(PO4)3:Eu(2+) phosphor was prepared by the conventional high temperature solid-state reaction. The crystal structure, luminescence and reflectance spectra, thermal stability, quantum efficiency and the application for N-UV LED were studied respectively. The phase formation and crystal structure of KMg4(PO4)3:Eu(2+) were confirmed from the powder X-ray diffraction and the Rietveld refinement. The concentration quenching of Eu(2+) in the KMg4(PO4)3 host was determined to be 1 mol% and the quenching mechanism was certified to be the dipole-dipole interaction. The energy transfer critical distance of as-prepared phosphor was calculated to be about 35.84 Å. Furthermore, the phosphor exhibited good thermal stability and the corresponding activation energy ΔE was reckoned to be 0.24 eV. Upon excitation at 365 nm, the internal quantum efficiency of the optimized KMg4(PO4)3:Eu(2+) was estimated to be 50.44%. The white N-UV LEDs was fabricated via KMg4(PO4)3:Eu(2+), green-emitting (Ba,Sr)2SiO4:Eu(2+), and red-emitting CaAlSiN3:Eu(2+) phosphors with a near-UV chip. The excellent color rendering index (Ra = 96) at a correlated color temperature (5227.08 K) with CIE coordinates of x = 0.34, y = 0.35 of the WLED device indicates that KMg4(PO4)3:Eu(2+) is a promising blue-emitting phosphor for white N-UV light emitting diodes (LEDs).

Low-Loss Infrared Fibers.

DTIC Science & Technology

1980-12-01

now apply similar methods to KRS-5, TlBr , etc. to obtain better fiber material. 11 * hi LI * I. * ec - ~-,-. - * 1~-, * . SECTION 2 TECHNICAL PROGRESS...TOTAL FRESNEL 3 3 LOSS 1.45 dB TlBr I x 10 (0.43) 1 x 10 (0.4 ) 0.2 KCI 8 X 10 - 5 (0.(35) . x 10- 2 (4.2) 0I S.0.5 1.0 15S KBr I x 10 - (0.0004

Radium-226 content of beverages

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

Kiefer, J.

Radium contents of commercially obtained beer, wine, milk and mineral waters were measured. All distributions were log-normal with the following geometrical mean values: beer: 2.1 X 10(-2) Bq L-1; wine: 3.4 X 10(-2) Bq L-1; milk: 3 X 10(-3) Bq L-1; normal mineral water: 4.3 X 10(-2) L-1; medical mineral water: 9.4 X 10(-2) Bq L-1.

Configuring PSx tetrahedral clusters in Li-excess Li7P3S11 solid electrolyte

NASA Astrophysics Data System (ADS)

Jung, Wo Dum; Yun, Bin-Na; Jung, Hun-Gi; Choi, Sungjun; Son, Ji-Won; Lee, Jong-Ho; Lee, Jong-Heun; Kim, Hyoungchul

2018-04-01

We demonstrate that the Li-ion conductivity can be improved by adding a certain amount of Li (x = 0.25-0.5) as a charge carrier to the composition of glass-ceramic Li7+xP3S11. Structural analysis clarified that the structural changes caused by the ratio of ortho-thiophosphate tetrahedra PS43- and pyro-thiophosphate ditetrahedra P2S74- affect the Li-ion conductivity. The ratio of PS43- and P2S74- varies depending on x and the highest Li-ion conductivity (2.5 × 10-3 S cm-1) at x = 0.25. All-solid-state LiNi0.8Co0.15Al0.05O2/Li7.25P3S11/In-metal cell exhibits the discharge capacity of 106.2 mAh g-1. This ion conduction enhancement from excess Li is expected to contribute to the future design of sulfide-type electrolytes.

50 CFR Table 43 to Part 679 - Northern Bering Sea Research Area

Code of Federal Regulations, 2014 CFR

2014-10-01

... 50 Wildlife and Fisheries 13 2014-10-01 2014-10-01 false Northern Bering Sea Research Area 43... ALASKA Pt. 679, Table 43 Table 43 to Part 679—Northern Bering Sea Research Area Longitude Latitude 168 7... and Bering Seas, Area 400 and Area 514, respectively. [75 FR 61652, Oct. 6, 2010] ...

50 CFR Table 43 to Part 679 - Northern Bering Sea Research Area

Code of Federal Regulations, 2012 CFR

2012-10-01

... 50 Wildlife and Fisheries 13 2012-10-01 2012-10-01 false Northern Bering Sea Research Area 43... ALASKA Pt. 679, Table 43 Table 43 to Part 679—Northern Bering Sea Research Area Longitude Latitude 168 7... and Bering Seas, Area 400 and Area 514, respectively. [75 FR 61652, Oct. 6, 2010] ...

50 CFR Table 43 to Part 679 - Northern Bering Sea Research Area

Code of Federal Regulations, 2013 CFR

2013-10-01

... 50 Wildlife and Fisheries 13 2013-10-01 2013-10-01 false Northern Bering Sea Research Area 43... ALASKA Pt. 679, Table 43 Table 43 to Part 679—Northern Bering Sea Research Area Longitude Latitude 168 7... and Bering Seas, Area 400 and Area 514, respectively. [75 FR 61652, Oct. 6, 2010] ...

50 CFR Table 43 to Part 679 - Northern Bering Sea Research Area

Code of Federal Regulations, 2011 CFR

2011-10-01

... 50 Wildlife and Fisheries 11 2011-10-01 2011-10-01 false Northern Bering Sea Research Area 43... ALASKA Pt. 679, Table 43 Table 43 to Part 679—Northern Bering Sea Research Area Longitude Latitude 168 7... and Bering Seas, Area 400 and Area 514, respectively. [75 FR 61652, Oct. 6, 2010] ...

Conditionally Unbiased Bounded Influence Robust Regression with Applications to Generalized Linear Models.

DTIC Science & Technology

1987-03-01

some general results and definitions from robust statistics (see Hampel et. al.. 1986). The influence function of an M-Lstimator is IC (y.x.0) = D_...estimator is (4,T T T (\\cond(YXGB) . Yx(x,O.B) ) . where X~xO.) =x T T8 xT-lx 1/2 = x x v(x . b/(x B x) ) - B. The influence function of this...the influence function for (3.7) and (3.8) is equal to -. Eo[\\Pcond(y.X.,B)] -1 cond(Yx. ,B). (4.3) On the other hand, the influence function for the

Incorporation of Half-Cycle Theory Into Ko Aging Theory for Aerostructural Flight-Life Predictions

NASA Technical Reports Server (NTRS)

Ko, William L.; Tran, Van T.; Chen, Tony

2007-01-01

The half-cycle crack growth theory was incorporated into the Ko closed-form aging theory to improve accuracy in the predictions of operational flight life of failure-critical aerostructural components. A new crack growth computer program was written for reading the maximum and minimum loads of each half-cycle from the random loading spectra for crack growth calculations and generation of in-flight crack growth curves. The unified theories were then applied to calculate the number of flights (operational life) permitted for B-52B pylon hooks and Pegasus adapter pylon hooks to carry the Hyper-X launching vehicle that air launches the X-43 Hyper-X research vehicle. A crack growth curve for each hook was generated for visual observation of the crack growth behavior during the entire air-launching or captive flight. It was found that taxiing and the takeoff run induced a major portion of the total crack growth per flight. The operational life theory presented can be applied to estimate the service life of any failure-critical structural components.

Free-boundary PIES Calculations

NASA Astrophysics Data System (ADS)

Monticello, D. A.; Reiman, A. H.; Arndt, S. C.; Merkel, P. K.

1998-11-01

A new formulation of the free boundary problem for general three-dimensional configurations has been formulated for the PIES( Reiman, A. H., Greenside, H. S., Compt. Phys. Commun. 43), (1986). code. The new formulation is more flexible and is faster that the original formulation described in Merkel et al(Merkel, P., Johnson, J. L., Monticello, D.A., et al., Proceedings of the Fourteenth International Conference on Plasma Physics and Controlled Nuclear Fusion Research paper IAEA-CN-60 | D-P-II-10) (1994) . These advantages will be described and first results of the application of this new algorithm to W7-X and NCSX (National Compact Stellarator Experiment) configurations will be presented.

Classical phenotype of Laron syndrome in a girl with a heterozygous mutation and heterozygous polymorphism of the growth hormone receptor gene.

PubMed

Shevah, Orit; Galli-Tsinopoulou, Assimina; Rubinstein, Menachem; Nousia-Arvanitakis, Sanda; Laron, Zvi

2004-03-01

We describe here a 19 month-old girl with classical Laron syndrome (LS). Molecular analysis of the GH receptor gene in the patient and her parents was performed. The patient was found to be heterozygous for a mutation in exon 4 (R43X) and heterozygous for a polymorphism in exon 6 (Gly168Gly). Her mother was also heterozygous for R43X but homozygous for the polymorphism. In the father, a heterozygous polymorphism was found. Contrary to previous assumptions that only homozygous patients express the typical phenotype, this patient shows all the classical features of LS, despite being a heterozygote for a pathological defect.

Candida albicans Hap43 Is a Repressor Induced under Low-Iron Conditions and Is Essential for Iron-Responsive Transcriptional Regulation and Virulence ▿

PubMed Central

Hsu, Po-Chen; Yang, Cheng-Yao; Lan, Chung-Yu

2011-01-01

Candida albicans is an opportunistic fungal pathogen that exists as normal flora in healthy human bodies but causes life-threatening infections in immunocompromised patients. In addition to innate and adaptive immunities, hosts also resist microbial infections by developing a mechanism of “natural resistance” that maintains a low level of free iron to restrict the growth of invading pathogens. C. albicans must overcome this iron-deprived environment to cause infections. There are three types of iron-responsive transcriptional regulators in fungi; Aft1/Aft2 activators in yeast, GATA-type repressors in many fungi, and HapX/Php4 in Schizosaccharomyces pombe and Aspergillus species. In this study, we characterized the iron-responsive regulator Hap43, which is the C. albicans homolog of HapX/Php4 and is repressed by the GATA-type repressor Sfu1 under iron-sufficient conditions. We provide evidence that Hap43 is essential for the growth of C. albicans under low-iron conditions and for C. albicans virulence in a mouse model of infection. Hap43 was not required for iron acquisition under low-iron conditions. Instead, it was responsible for repression of genes that encode iron-dependent proteins involved in mitochondrial respiration and iron-sulfur cluster assembly. We also demonstrated that Hap43 executes its function by becoming a transcriptional repressor and accumulating in the nucleus in response to iron deprivation. Finally, we found a connection between Hap43 and the global corepressor Tup1 in low-iron-induced flavinogenesis. Taken together, our data suggest a complex interplay among Hap43, Sfu1, and Tup1 to coordinately regulate iron acquisition, iron utilization, and other iron-responsive metabolic activities. PMID:21131439

X-Ray Fluorescence (XRF) to identify chemical analysis of minerals in Buton island, SE Sulawesi, Indonesia

NASA Astrophysics Data System (ADS)

Jamaluddin; Darwis, A.; Massinai, M. A.

2018-02-01

Asbuton as natural rock asphalt consists of a granular material; usually limestone or sandstone. In its natural state, it contains bitumen intimately dispersed throughout its mass, while the remainder of the material is a solid mineral matter. This research was conducted in Sorowalio, Buton Regency, Southeast Sulawesi province, Indonesia. This study aims to determine the content and the percentage of minerals contained in the rocks by using X-Ray Fluorescence (XRF). The method of research is a preliminary survey, sampling and laboratory analysis. XRF reports chemical composition, including Si (quartz) and Ca (calcite). The results indicate the content and the percentage of element dominate the rock sample is Fe2O3, MgO, CaO, and SiO2. Research results using XRF show that there are four metal oxide dominant elements. Hematite (Fe2O3) is dominant in all locations of sampling. Magnesium oxide (MgO) has the highest levels found in sample number six and the lowest is in sample number five. Silicates (SiO) has the highest levels at sample number six and the lowest in sample number seven. Calcium oxide (CaO) is dominant in all sampling locations. The sample of asbuton contains 37.90% asphalt, 43.28% carbonate, and18.82% other minerals.

Molecular structure of Ti8C12 and related complexes.

PubMed Central

Pauling, L

1992-01-01

Application of valence-bond theory leads to the assignment to the molecule Ti8C12 of a cubic structure, point group Ohm3m, with 8 Ti at the cube corners, +/-(x x x, x, x x [symbol, see text]) where x = 1.78 A, and with 12 C in pairs in the cube faces, +/-(0 y z, [symbol, see text], 0, y z [symbol, see text]) where y = 1.78 A and z = 0.71 A. The Ti-C and C-C bonds have bond number 4/3, corresponding to resonance of single and double bonds in 2:1 ratio. PMID:11607323

Review of X-43A Return to Flight Activities and Current Status

NASA Technical Reports Server (NTRS)

Reubush, David E.; Nguyen, Luat T.; Rausch, Vincent L.

2004-01-01

This paper provides an overview and status of the return to flight activities for the X-43A scramjet flight demonstrator after the first flight mishap. The first flight was attempted on June 2, 2001 and resulted in vehicle destruction by range safety when the booster went out of control early in the flight. In the time since the mishap much work has been done to examine the causes of the failure and make modifications to the booster to insure that the boost for the second flight will be successful. In addition, all other aspects of the flight have been examined to maximize the probability of a successful flight.

[Vegetation biomass distribution characteristics of alpine tundra ecosystem in Changbai Mountains].

PubMed

Wei, Jing; Wu, Gang; Deng, Hongbing

2004-11-01

Climate change is one of the hotspots in global environment concerns, while alpine tundra ecosystem is most sensitive to global climate change. Because of the relatively small area of tundra, researches on alpine tundra ecosystem were much less. Based on the measurement of species biomass, dominant species organ biomass and vegetation biomass, this paper discussed the biomass spatial variation in alpine tundra ecosystem of Changbai Mountains. The results showed that among 43 species investigated, the first five species in biomass were Rhododendron chrysanthum (159.01 kg x hm(-2)), Vaccinium uliginosum var. alpinum (137.52 kg x hm(-2)), Vaccinium uliginosum (134.7 kg x hm(-2)), Dryas octopetala var. asiatica (131.5 kg x hm(-2)) and Salix rotundifolia (128.4 kg x hm(-2)), which were the dominant species in the alpine tundra ecosystem of Changbai Mountains. Along with increasing altitude, the ratio of below-/above-ground biomass and below-ground/total biomass gradually increased, while the vegetation biomass gradually decreased. The vegetation biomass showed a significant correlation with altitude in typical alpine tundra ecosystem of Changbai Mountains, and the average vegetation biomass was 2.21 t x hm(-2). Alpine tundra ecosystem is very important for microclimate regulation, soil improvement, water-holding, soil conservation, nutrient cycling, carbon fixation and oxygen production, and currently, it is the CO2 sink of Changbai Mountains.

42 CFR 37.43 - Protection against radiation emitted by roentgenographic equipment.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 42 Public Health 1 2012-10-01 2012-10-01 false Protection against radiation emitted by... § 37.43 Protection against radiation emitted by roentgenographic equipment. Except as otherwise... of the National Council on Radiation Protection and Measurements in NCRP Report No. 33 “Medical X-ray...

Progress 14P approaches the ISS during Expedition 9

NASA Image and Video Library

2004-05-27

ISS009-E-08842 (27 May 2004) --- Backdropped by a blue and white Earth, an unpiloted Progress supply vehicle approaches the International Space Station (ISS). The Progress 14 resupply craft launched at 7:34 a.m. (CDT) on May 25, 2004 from the Baikonur Cosmodrome in Kazakhstan to deliver 2 ½ tons of food, water, fuel and supplies to the Expedition 9 crewmembers onboard the Station. Progress docked to the aft port of the Zvezda Service Module at 8:55 a.m. (CDT) on May 27 as the two craft flew 230 statute miles above Central Asia.

In vitro and in vivo host range of Anticarsia gemmatalis multiple nuclear polyhedrosis virus.

PubMed

Grasela, J J; McIntosh, A H

1998-01-01

A clone of the wild type (wt) Anticarsia gemmatalis multiple nuclear polyhedrosis virus AgMNPV, derived from a geographical isolate (Hondrina, Brazil) and designated AgMNPV-CL4-3A1, was used to determine the host range of this virus in six established lepidopteran cell lines: Anticarsia gemmatalis (BCIRL-AG-AM1), Helicoverpa zea (BCIRL-HZ-AM1), Heliothis virescens (BCIRL-HV-AM1), Helicoverpa armigera (BCIRL-HA-AM1), Trichoplusia ni (TN-CL1), Bombyx mori (BMN), and a coleopteran cell line Anthonomus grandis (BRL-AG-1). In addition, the in vivo host range of this clone was also assayed in larvae of Helicoverpa zea, Heliothis virescens, Trichoplusia ni, and the homologous species Anticarsia gemmatalis by probit analysis. On the basis of temporal studies of TCID50 values, BCIRL-HV-AM1 cells gave the highest extracellular virus (ECV) titer (9.7 x 10(6) TCID50/ml) followed by BCIRL-HA-AM1 cells (8.3 x 10(5) TCID50/ml) and BCIRL-AG-AM1 cells (3.2 x 10(5) TCID50/ml). In addition, a low ECV titer of 1.37 x 10(3) TCID50/ml was detected from TN-CL1 cells 96 h postinoculation, while BRL-AG-1, BMN, and BCIRL-HZ-AM1 cells were nonpermissive to AgMNPV-CL4-3A1 on the basis of TCID50 results. AgMNPV-CL4-3A1 and the wild type AgMNPV had similar restriction profiles that were different from wild type AcMNPV. The LC50 values were 96.9, 564.6, 733.3, and 1.1 x 10(4) occlusion bodies/cm2 of diet for A. gemmatalis, Helicoverpa zea, Heliothis virescens, and T. ni, respectively.

An X-ray survey of hot white dwarf stars - Evidence for a m(He)/n(H) versus Teff correlation

NASA Technical Reports Server (NTRS)

Petre, R.; Shipman, H. L.; Canizares, C. R.

1986-01-01

Observations of 13 white dwarf and subdwarf stars using the Einstein Observatory High Resolution Image are reported. Included are stars of classes DA, DB, DAV, sDO, and sDB, with optically determined effective temperatures in the range 10,000-60,000 K. X-ray emission was detected from two of the 13: the very hot (55,000 K) DA1 star WD 2309 + 105 (= EG 233), with a count rate one-fifth that of HZ 43, and the relatively cool (26,000 K) DA3 star WD 1052 - 273 (=GD 125). The effective temperatures determined from ultraviolet and optical observations were used to place limits on the He content of the white dwarf photospheres, presuming that trace photospheric He is the missing opacity source which quenches the thermal X-rays in these stars. When presently obtained results were combined with those available from the literature evidence was found for a correlation between Teff and n(He)/n(H), in which HZ 43 is a conspicuous exception to the general trend. Both this correlation and the exceptional behavior of HZ 43 are qualitatively accounted for by a radiative acceleration model, in which the rate of upward movement of the He is a function of temperature and surface gravity

Antibiotic resistance of Escherichia coli isolated from a poultry slaughterhouse.

PubMed

Gregova, Gabriela; Kmetova, Marta; Kmet, Vladimfr; Venglovsky, Jan; Feher, Alexander

2012-01-01

The aim of the study was to investigate the antibiotic resistant E. coli strains isolated from bioaerosols and surface swabs in a slaughterhouse as a possible source of poultry meat contamination. The highest air coliforms contamination was during shackling, killing and evisceration of poultry. The strains showed resistance to ampicillin (89%), ceftiofur (62%) and cefquinome (22%), while resistance to ampicillin with sulbactam was only 6%. Resistance to streptomycin and gentamicin was detected in 43% vs. 14% isolates; to tetracycline 33%; to chloramphenicol and florfenicol in 10% vs. 18% isolates; to cotrimoxazol in 35% isolates; to enrofloxacin in 43% isolates. The higher MIC of ceftazidime (3.6 mg x l(-1)) and ceftriaxon (5.2 mg x l(-1)) revealed the presence of ESBLs in 43% of isolates. From 19 selected phenotypically ESBL positive strains, 16 consisted of CMY-2 genes, while CTX-M genes were not detected by PCR. Maldi tof analysis of selected E. coli showed a clear clonal relatedness of environmental strains from various withdrawals.

Determination of the calcium elemental abundance for 43 flares from SMM-XRP solar X-ray spectra

NASA Astrophysics Data System (ADS)

Lemen, J. R.; Sylwester, J.; Bentley, R. D.

The helium and lithium-like X-ray transitions of Ca XVIII-XIX have been used to make an absolute measurement of the coronal calcium elemental abundance relative to hydrogen (ACa) in solar flares. Cooling phase spectra of 43 flares obtained in channel 1 of the Bent Crystal Spectrometer on the Solar Maximum Mission have been analyzed. The abundance is determined from the intensity ratio of the Ca XIX resonance line (1S0 - 1P1) and nearby continuum. Attempts to correlate the ACa measurements with other observable features are discussed.

Docking Mechanism on Progress 52

NASA Image and Video Library

2014-02-03

ISS038-E-041175 (3 Feb. 2014) --- This close-up view shows the docking mechanism of the unpiloted Russian ISS Progress 52 resupply ship as it undocks from the International Space Station's Pirs Docking Compartment at 11:21 a.m. (EST) on Feb. 3, 2014. The Progress backed away to a safe distance from the orbital complex to begin several days of tests to study thermal effects of space on its attitude control system. Filled with trash and other unneeded items, the Russian resupply ship will be commanded to re-enter Earth's atmosphere Feb. 11 and disintegrate harmlessly over the Pacific Ocean.

Expedition 32 Crew Members pose for a photo in the Cupola

NASA Image and Video Library

2012-07-27

ISS032-E-010701 (27 July 2012) --- NASA astronauts Sunita Williams and Joe Acaba (center), along with Japan Aerospace Exploration Agency astronaut Aki Hoshide, all Expedition 32 flight engineers, are pictured in the International Space Station’s Cupola following the rendezvous with the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3). Hoshide and Acaba used the station's Canadarm2 robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

Expedition 32 FE Hoshide poses for a photo in the Cupola

NASA Image and Video Library

2012-07-27

ISS032-E-010583 (27 July 2012) --- Japan Aerospace Exploration Agency astronaut Aki Hoshide is pictured near the windows in the International Space Station?s Cupola as the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) approaches the station. Hoshide and NASA astronaut Joe Acaba (out of frame), both Expedition 32 flight engineers, used the station's Canadarm2 robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

Expedition 32 Crew Members pose for a photo in the Cupola

NASA Image and Video Library

2012-07-27

ISS032-E-010700 (27 July 2012) --- NASA astronauts Sunita Williams and Joe Acaba (center), along with Japan Aerospace Exploration Agency astronaut Aki Hoshide, all Expedition 32 flight engineers, are pictured in the International Space Station’s Cupola following the rendezvous with the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3). Hoshide and Acaba used the station's Canadarm2 robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

Expedition 32 FE Hoshide poses for a photo in the Cupola

NASA Image and Video Library

2012-07-27

ISS032-E-010615 (27 July 2012) --- Japan Aerospace Exploration Agency astronaut Aki Hoshide is pictured in the Cupola of the International Space Station during rendezvous operations with the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3). Hoshide and NASA astronaut Joe Acaba (out of frame), both Expedition 32 flight engineers, used the station's Canadarm2 robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

Progress 14P approaches the ISS during Expedition 9

NASA Image and Video Library

2004-05-27

ISS009-E-08847 (27 May 2004) --- Backdropped by the blackness of space and Earth’s horizon, an unpiloted Progress supply vehicle approaches the International Space Station (ISS). The Progress 14 resupply craft launched at 7:34 a.m. (CDT) on May 25, 2004 from the Baikonur Cosmodrome in Kazakhstan to deliver 2 ½ tons of food, water, fuel and supplies to the Expedition 9 crewmembers onboard the Station. Progress docked to the aft port of the Zvezda Service Module at 8:55 a.m. (CDT) on May 27 as the two craft flew 230 statute miles above Central Asia.

[Nutrients in atmospheric wet deposition in the East China Sea].

PubMed

Zhu, Yu-Mei; Liu, Su-Mei

2011-09-01

92 rainwater samples were collected at Shengsi Archipelago from January 2008 to December 2009. The pH and the concentrations of nutrients (NH4(+), NO3(-) + NO2(-), PO4(3-), SiO3(2-)) were analyzed using spectrophotometry to understand the impacts of the atmospheric wet deposition on the ecosystem of the East China Sea. The results showed that the pH of 85% samples were less than 5.0, and had significant effect on the environment. There were significant differences among monthly average concentrations of nutrients and rainfall and seasonal average wet deposition of nutrients in investigation periods. The annual average wet deposition flux was 52.05 mmol x (m2 x a) (-1) for DIN, 0.08 mmol x (m2 x a) (-1) for PO4(3-), 2.05 mmol x (m2 x a) (-1) for SiO3(2-). The average molar ratios of NO3(-)/NH4(+) is 0.73, N: P ratio is 684: 1, indicating that nutrients composition in rainwater was different from seawater of the East China Sea Shelf (10-150). The wet deposition may change the nutrients structure, pH and lead to change the phytoplankton production in the surface seawater of the East China Sea, even lead to the red tide.

Implicit Numerical Solution for a Normal Shock.

DTIC Science & Technology

1983-05-01

as predictor: N N SAt N. + x6xNU t+l x N ) At H .. Nl (+ A- AI )6U =AT + JAI i l N +l N!+U~U. -2 24 p corrector: N~~l F V Fii AUN I -At 1 i-I -At H. 1...DA X-) 6Ui X W V (43) Regrouping, the left hand side is now written as SAt X- 6 - V (44)+X A) X The matrix (I + 4L DA) is diagonal so that its...the terms from the Y - momentum equation. The matrices Y-1 and D are found Bq --1 the same way as X and D were. They are given as A (22 2 "":( 2 (y-l

Automatic Tracking Radar Career Ladder, AFSC-303X3. Electronics Principles Inventory (EPI).

DTIC Science & Technology

1981-02-01

Oscilloscopes (p. 12) to low in areas such as Infrared (pp. 42-43), Lasers (pp. 43-44), and Display Tubes (p. 44-45). The 3-skill level column is...41 55 INPUT/OUTPUT (PERIPHERAL) DEVICES S1171 41 56 PHOTO SENSITIVE DEVICES S1185 42 57 SYNCHRONOUS VIBRATIONS (CHOPPER CIRCUITS) S1186 42 58 INFRARED ... WW2 00 w. 2 -O . 0 a1a 0 21 a a1 a’ 3iiihh hi V i-- 2 a a. aV oft1 cca a x ar cc a a & & it-1- " IkU4. aacW r c f a a ar - C3 j a cca o low cc t a: a cc

Warhead Performance Calculations for Threat Hazard Assessment

DTIC Science & Technology

1996-08-01

0.59 PBXN -107 1.41 1.45 0.925 0.924 PBXN -109 1.34 1.44 1.19 0.6 AFX-931 1.16 1.43 1.08 0.23 data AH comb,x mdet,x) mcomb,TNT* &omb,TNT a *AHmmb,m...k] (45) EW = E/(4.610 x 106 ) , explosive yield in TNT equivalents, kg; with E in joules. where E = energy of explosion in consistent units V

Wet chemical synthesis and luminescence in Ca5(PO4)3M:Eu2+ (M = Br, I) phosphors for solid state lighting

NASA Astrophysics Data System (ADS)

Mungmode, C. D.; Gahane, D. H.; Moharil, S. V.

2018-05-01

A simple wet chemical synthesis of Eu2+ activated Ca5(PO4)3Br and Ca5(PO4)3I phosphors and their photoluminescence is reported. Formation of Ca5(PO4)3Br is confirmed by X-ray diffraction (XRD). Synthesized phosphors are analyzed for photoluminescence (PL) spectrum. A bright blue emission is observed when phosphors are excited by near Ultra Violet (nUV) radiations. Photoluminescence emission spectrum for (Ca0.985Eu0.015)5(PO4)3Br is centered at 457 nm and for (Ca0.985Eu0.015)5(PO4)3 I it peaks at 455 nm when excited by 365 nm near UV radiation. Eu2+ luminescence in Ca5(PO4)3Br is reported for the first time. The phosphors can be efficiently excited by nUV radiations. This shows that phosphors may be used as blue phosphor in pcLED for Solid State Lighting.

-----SPACE TRANSPORTATION

NASA Image and Video Library

1998-10-07

This photograph depicts an air-breathing rocket engine prototype in the test bay at the General Applied Science Lab facility in Ronkonkoma, New York. Air-breathing engines, known as rocket based, combined-cycle engines, get their initial take-off power from specially designed rockets, called air-augmented rockets, that boost performance about 15 percent over conventional rockets. When the vehicle's velocity reaches twice the speed of sound, the rockets are turned off and the engine relies totally on oxygen in the atmosphere to burn hydrogen fuel, as opposed to a rocket that must carry its own oxygen, thus reducing weight and flight costs. Once the vehicle has accelerated to about 10 times the speed of sound, the engine converts to a conventional rocket-powered system to propel the craft into orbit or sustain it to suborbital flight speed. NASA's Advanced Space Transportation Program at Marshall Space Flight Center, along with several industry partners and collegiate forces, is developing this technology to make space transportation affordable for everyone from business travelers to tourists. The goal is to reduce launch costs from today's price tag of $10,000 per pound to only hundreds of dollars per pound. NASA's series of hypersonic flight demonstrators currently include three air-breathing vehicles: the X-43A, X-43B and X-43C.

Orion is Lifted for Mating with Delta IV

NASA Image and Video Library

2014-11-12

At Cape Canaveral Air Force Station's Launch Complex 37, United Launch Alliance engineers and technicians mate the agency's Orion spacecraft to its Delta IV Heavy rocket. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Expedition 32 Crew Members in the Cupola during HTV3 Approach

NASA Image and Video Library

2012-07-27

ISS032-E-010605 (27 July 2012) --- Japan Aerospace Exploration Agency astronaut Aki Hoshide (left) and NASA astronaut Joe Acaba, both Expedition 32 flight engineers, are pictured near the windows in the International Space Station?s Cupola as the unpiloted Japan Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV-3) approaches the station. Hoshide and Acaba used the station's Canadarm2 robotic arm to capture and berth the HTV-3 to the Earth-facing port of the station's Harmony node. The attachment was completed at 10:34 a.m. (EDT) on July 27, 2012.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media listen as NASA and contractor officials plans for the upcoming Orion flight test. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Mark Geyer, NASA Orion Program manager. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Bryan Austin, Lockheed Martin mission manager. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Autonomous Space Shuttle

NASA Technical Reports Server (NTRS)

Siders, Jeffrey A.; Smith, Robert H.

2004-01-01

The continued assembly and operation of the International Space Station (ISS) is the cornerstone within NASA's overall Strategic P an. As indicated in NASA's Integrated Space Transportation Plan (ISTP), the International Space Station requires Shuttle to fly through at least the middle of the next decade to complete assembly of the Station, provide crew transport, and to provide heavy lift up and down mass capability. The ISTP reflects a tight coupling among the Station, Shuttle, and OSP programs to support our Nation's space goal . While the Shuttle is a critical component of this ISTP, there is a new emphasis for the need to achieve greater efficiency and safety in transporting crews to and from the Space Station. This need is being addressed through the Orbital Space Plane (OSP) Program. However, the OSP is being designed to "complement" the Shuttle as the primary means for crew transfer, and will not replace all the Shuttle's capabilities. The unique heavy lift capabilities of the Space Shuttle is essential for both ISS, as well as other potential missions extending beyond low Earth orbit. One concept under discussion to better fulfill this role of a heavy lift carrier, is the transformation of the Shuttle to an "un-piloted" autonomous system. This concept would eliminate the loss of crew risk, while providing a substantial increase in payload to orbit capability. Using the guidelines reflected in the NASA ISTP, the autonomous Shuttle a simplified concept of operations can be described as; "a re-supply of cargo to the ISS through the use of an un-piloted Shuttle vehicle from launch through landing". Although this is the primary mission profile, the other major consideration in developing an autonomous Shuttle is maintaining a crew transportation capability to ISS as an assured human access to space capability.

Comparative proteomic analysis of outer membrane protein 43 (omp43)-deficient Bartonella henselae.

PubMed

Kang, Jun-Gu; Lee, Hee-Woo; Ko, Sungjin; Chae, Joon-Seok

2018-01-31

Outer membrane proteins (OMPs) of Gram-negative bacteria constitute the first line of defense protecting cells against environmental stresses including chemical, biophysical, and biological attacks. Although the 43-kDa OMP (OMP43) is major porin protein among Bartonella henselae -derived OMPs, its function remains unreported. In this study, OMP43-deficient mutant B. henselae (Δomp43) was generated to investigate OMP43 function. Interestingly, Δ omp 43 exhibited weaker proliferative ability than that of wild-type (WT) B. henselae . To study the differences in proteomic expression between WT and Δ omp 43, two-dimensional gel electrophoresis-based proteomic analysis was performed. Based on Clusters of Orthologus Groups functional assignments, 12 proteins were associated with metabolism, 7 proteins associated with information storage and processing, and 3 proteins associated with cellular processing and signaling. By semi-quantitative reverse transcriptase polymerase chain reaction, increases in tld D, efp, ntr X, pdh A, pur B, and ATPA mRNA expression and decreases in Rho and yfe A mRNA expression were confirmed in Δ omp 43. In conclusion, this is the first report showing that a loss of OMP43 expression in B. henselae leads to retarded proliferation. Furthermore, our proteomic data provide useful information for the further investigation of mechanisms related to the growth of B. henselae.

The effect of PO 4 doping on the luminescent properties of Sr 3-3zEu 2zV 2-xP xO 8

NASA Astrophysics Data System (ADS)

Cao, S.; Ma, Y. Q.; Yang, K.; Zhu, W. L.; Yin, W. J.; Zheng, G. H.; Wu, M. Z.; Sun, Z. Q.

2010-07-01

The luminescent properties of Sr 3V 2-xP xO 8 (0 ⩽ x ⩽ 2), Eu 3+ doped Sr 2.7Eu 0.2V 2-yP yO 8 (0 ⩽ y ⩽ 2) and Sr 3-3zEu 2zV 0.8P 1.2O 8 (0 < z ⩽ 0.3) have been investigated. For the Sr 3V 2-xP xO 8 (0 ⩽ x ⩽ 2) samples, the VO43- activation and emission intensity reaches the strongest as x = 1.6. For the Sr 2.7Eu 0.2V 2-yP yO 8 (0 ⩽ y ⩽ 2) samples, an appropriate amount of phosphorus doping enhances the Eu 3+ emission with the strongest emission occurring at y = 1.2. For the Sr 3-3zEu 2zV 0.8P 1.2O 8 (0 < z ⩽ 0.3) sample with the phosphorus content fixed at 1.2, it exhibits the most intense emission as Eu 3+ concentration reaches at z = 0.2. Our results indicate that the introduction of the PO43- plays an important role in the photoluminescence properties of the studied samples and the relevant mechanism has been discussed.

43 CFR 8223.1 - Use of research natural areas.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 43 Public Lands: Interior 2 2011-10-01 2011-10-01 false Use of research natural areas. 8223.1... MANAGEMENT, DEPARTMENT OF THE INTERIOR RECREATION PROGRAMS PROCEDURES Research Natural Areas § 8223.1 Use of research natural areas. (a) No person shall use, occupy, construct, or maintain facilities in a research...

X-1E on Display Stand at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The Bell Aircraft Corporation X-1E is shown in this artistic night photo taken in February 1996. This aircraft is displayed on a pedestal in front of the main building (4800) at NASA Dryden Flight Research Center, Edwards, California. There were four versions of the Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Supersonic. The X-1's mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier.' Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections; supersonic fuselage configurations; control system requirements; powerplant compatibility; and cockpit environments. The X-1 aircraft were the first transonic-capable aircraft to use an all-moving stabilizer. The flights of the X-1s opened up a new era in aviation. The first X-1 was air-launched unpowered from a Boeing B-29 Superfortress on January 25, 1946. Powered flights began in December 1946. On October 14, 1947, the X-1-1, piloted by Air Force Captain Charles 'Chuck' Yeager, became the first aircraft to exceed the speed of sound, reaching about 700 miles per hour (Mach 1.06) and an altitude of 43,000 feet. The number 2 X-1 was modified and redesignated the X-1E. The modifications included adding a conventional canopy, an ejection seat, a low-pressure fuel system of increased capacity, and a thinner high-speed wing. The X-1E was used to obtain in-flight data at twice the speed of sound, with particular emphasis placed on investigating the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, were only 3-3/8-inches thick at the root and had 343 gauges installed in them to measure structural loads and aerodynamic heating. The X-1E used its rocket engine to power it up to a speed of 1,471 miles per hour (Mach 2.24) and to an altitude of 73,000 feet. Like the X-1 it was air-launched. The X-1 aircraft were almost 31 feet long and had a wingspan of 28 feet. The X-1 was built of conventional aluminum stressed-skin construction to extremely high structural standards. The X-1E was also 31 feet long but had a wingspan of only 22 feet, 10 inches. It was powered by a Reaction Motors, Inc., XLR-8-RM-5, four-chamber rocket engine. As did all X-1 rocket engines, the LR-8-RM-5 engine did not have throttle capability, but instead, depended on ignition of any one chamber or group of chambers to vary speed.

X-31 Unloading Returning from Paris Air Show

NASA Technical Reports Server (NTRS)

1995-01-01

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

Electrical and Thermal Conductivity of Solid Solution Sn1- x Mn x Te (0 ≥ x ≥ 0.04)

NASA Astrophysics Data System (ADS)

Akhundova, N. M.

2018-01-01

Electrical and thermal properties of the Sn1-xMnxTe single crystals (0 ≥ x ≥ 0.04) with contacts of eutectic alloy 57Bi + 43Sn (in mass%) are investigated at temperatures from 77 to 300 K. Experimental results show that this alloy with specified single crystals forms ohmic contact with a sufficiently low contact resistance. The electronic thermal conductivity in some samples reaches about 50% of the total thermal conductivity, and structural defects contribute significantly to the thermal resistance of the crystals.

The system K2Mg2(SO4)3 (langbeinite)-K2Ca2(SO4)3 (calcium-langbeinite)

USGS Publications Warehouse

Morey, G.W.; Rowe, J.J.; Fournier, R.O.

1964-01-01

The join between the compositions K2Mg2(SO4)3 and K2Ca2(SO4)3 was studied by means of high-temperature equilibrium quenching techniques and by means of a heating stage mounted on an X-ray diffractometer. Complete solid solution exists in the system, but at 25??C members of the solid solution series are isometric only in the composition range 0-73??5 wt. per cent K2Ca2(SO4)3. At compositions richer in K2Ca2(SO4)3 than 73??5 wt. per cent, members of the series are optically biaxial. At higher temperatures members of the solid solution series are isometric at successively more calcium-rich compositions and pure K2Ca2(SO4)3 is isometric above about 200 ?? 2??C. The system is not binary, as mixtures richer in K2Ca2(SO4)3 than 42 wt. per cent decompose with the formation of liquid and CaSO4. ?? 1964.

Superconductivity at 43K in SmFeAsO1-xFx

NASA Astrophysics Data System (ADS)

Chen, X. H.; Wu, T.; Wu, G.; Liu, R. H.; Chen, H.; Fang, D. F.

2008-06-01

Since the discovery of high-transition-temperature (high-Tc) superconductivity in layered copper oxides, extensive effort has been devoted to exploring the origins of this phenomenon. A Tc higher than 40K (about the theoretical maximum predicted from Bardeen-Cooper-Schrieffer theory), however, has been obtained only in the copper oxide superconductors. The highest reported value for non-copper-oxide bulk superconductivity is Tc = 39K in MgB2 (ref. 2). The layered rare-earth metal oxypnictides LnOFeAs (where Ln is La-Nd, Sm and Gd) are now attracting attention following the discovery of superconductivity at 26K in the iron-based LaO1-xFxFeAs (ref. 3). Here we report the discovery of bulk superconductivity in the related compound SmFeAsO1-xFx, which has a ZrCuSiAs-type structure. Resistivity and magnetization measurements reveal a transition temperature as high as 43K. This provides a new material base for studying the origin of high-temperature superconductivity.

KSC-2013-3293

NASA Image and Video Library

2013-08-12

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, the Orion boilerplate test article is reflected in water on a U.S. Navy ship. The test article and support equipment for a stationary recovery test were transferred to the ship from a floating dock system. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3321

NASA Image and Video Library

2013-08-13

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, NASA and U.S. Navy personnel are conducting a stationary recovery test using the Orion boilerplate test article. The test article was transferred from a U.S. Navy ship into the water and tether lines have been attached. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

Hyper-X Stage Separation Trajectory Validation Studies

NASA Technical Reports Server (NTRS)

Tartabini, Paul V.; Bose, David M.; McMinn, John D.; Martin, John G.; Strovers, Brian K.

2003-01-01

An independent twelve degree-of-freedom simulation of the X-43A separation trajectory was created with the Program to Optimize Simulated trajectories (POST II). This simulation modeled the multi-body dynamics of the X-43A and its booster and included the effect of two pyrotechnically actuated pistons used to push the vehicles apart as well as aerodynamic interaction forces and moments between the two vehicles. The simulation was developed to validate trajectory studies conducted with a 14 degree-of-freedom simulation created early in the program using the Automatic Dynamic Analysis of Mechanics Systems (ADAMS) simulation software. The POST simulation was less detailed than the official ADAMS-based simulation used by the Project, but was simpler, more concise and ran faster, while providing similar results. The increase in speed provided by the POST simulation provided the Project with an alternate analysis tool. This tool was ideal for performing separation control logic trade studies that required the running of numerous Monte Carlo trajectories.

Results from the first use of low radioactivity argon in a dark matter search

DOE PAGES

Agnes, P.

2016-04-08

Liquid argon is a bright scintillator with potent particle identification properties, making it an attractive target for direct-detection dark matter searches. The DarkSide-50 dark matter search here reports the first WIMP search results obtained using a target of low-radioactivity argon. DarkSide-50 is a dark matter detector, using two-phase liquid argon time projection chamber, located at the Laboratori Nazionali del Gran Sasso. The underground argon is shown to contain Ar-39 at a level reduced by a factor (1.4 +- 0.2) x 10 3 relative to atmospheric argon. We report a background-free null result from (2616 +- 43) kg d of data,more » accumulated over 70.9 live-days. When combined with our previous search using an atmospheric argon, the 90 % C.L. upper limit on the WIMP-nucleon spin-independent cross section based on zero events found in the WIMP search regions, is 2.0 x 10 -44 cm 2 (8.6 x 10 -44 cm 2, 8.0 x 10 -43 cm 2) for a WIMP mass of 100 GeV/c 2 (1 TeV/c 2 , 10 TeV/c 2).« less

KSC-2013-3345

NASA Image and Video Library

2013-08-15

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, members of the news media speak with Scott Wilson, manager of Orion Production Operations at Kennedy Space Center in Florida, during the stationary recovery test being performed on the Orion boilerplate test in the water near a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

KSC-2013-3341

NASA Image and Video Library

2013-08-15

HAMPTON, Va. – At the Naval Station Norfolk near NASA’s Langley Research Center in Virginia, members of the news media speak with Louis Garcia, NASA recovery director, during the stationary recovery test being performed on the Orion boilerplate test in the water near a U.S. Navy ship. NASA and the U.S. Navy are conducting tests to prepare for recovery of the Orion crew module and forward bay cover on its return from a deep space mission. The stationary recovery test will allow the teams to demonstrate and evaluate the recovery processes, procedures, hardware and personnel in a controlled environment before conducting a second recovery test next year in open waters. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted test flight of the Orion is scheduled to launch in 2014 atop a Delta IV rocket and in 2017 on NASA’s Space Launch System rocket. For more information, visit http://www.nasa.gov/orion. Photo credit: NASA/Dimitri Gerondidakis

Orion EFT-1 Wet Dress Rehearsal

NASA Image and Video Library

2014-11-05

In the Hangar A&E control room, displays are seen during a dress rehearsal for the launch of the United Launch Alliance Delta IV Heavy rocket for the upcoming Orion Flight Test. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

KSC-2013-3143

NASA Image and Video Library

2013-07-26

CAPE CANAVERAL, Fla. – The Orion crew module for Exploration Flight Test 1 sits inside a clean room processing cell in the Operations and Checkout Building high bay at NASA’s Kennedy Space Center in Florida. 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/Jim Grossmann

KSC-2013-3142

NASA Image and Video Library

2013-07-26

CAPE CANAVERAL, Fla. – The Orion crew module for Exploration Flight Test 1 sits inside a clean room processing cell in the Operations and Checkout Building high bay at NASA’s Kennedy Space Center in Florida. 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/Jim Grossmann

Orbital_ATK_Cygnus_OA9_Launch_2018_141_0800__655675

NASA Image and Video Library

2018-05-22

U.S. COMMERCIAL CARGO VEHICLE HEADS TO THE SPACE STATION------ The unpiloted Orbital ATK Cygnus cargo craft launched May 20 from Pad 0A at the Wallops Flight Facility, Virginia atop an Antares rocket, headed for a rendezvous with the International Space Station to deliver several tons of supplies and scientific experiments for the station residents. Dubbed the SS “J.R. Thompson” in honor of the late spacefaring manager for both NASA and Orbital ATK, Cygnus will be robotically captured and installed to the earth-facing port of the station’s Unity module for a two-month stay at the orbital outpost.

Progress 37P on approach to the ISS

NASA Image and Video Library

2010-05-01

ISS023-E-030552 (1 May 2010) --- An unpiloted ISS Progress resupply vehicle approaches the International Space Station, bringing 2.6 tons of food, fuel, oxygen, propellant and supplies for the Expedition 23 crew members aboard the station. Progress 37 docked to the Pirs Docking Compartment at 2:30 p.m. (EDT) on May 1, 2010, after a three-day flight from the Baikonur Cosmodrome in Kazakhstan. The docking was conducted by Russian cosmonaut Oleg Kotov, commander, in manual control through the TORU (telerobotically operated) rendezvous system due to a jet failure on the Progress that forced a shutdown of the Kurs automated rendezvous system.

Progress 37P on approach to the ISS

NASA Image and Video Library

2010-05-01

ISS023-E-030578 (1 May 2010) --- An unpiloted ISS Progress resupply vehicle approaches the International Space Station, bringing 2.6 tons of food, fuel, oxygen, propellant and supplies for the Expedition 23 crew members aboard the station. Progress 37 docked to the Pirs Docking Compartment at 2:30 p.m. (EDT) on May 1, 2010, after a three-day flight from the Baikonur Cosmodrome in Kazakhstan. The docking was conducted by Russian cosmonaut Oleg Kotov, commander, in manual control through the TORU (telerobotically operated) rendezvous system due to a jet failure on the Progress that forced a shutdown of the Kurs automated rendezvous system.

Progress 37P on approach to the ISS

NASA Image and Video Library

2010-05-01

ISS023-E-030563 (1 May 2010) --- An unpiloted ISS Progress resupply vehicle approaches the International Space Station, bringing 2.6 tons of food, fuel, oxygen, propellant and supplies for the Expedition 23 crew members aboard the station. Progress 37 docked to the Pirs Docking Compartment at 2:30 p.m. (EDT) on May 1, 2010, after a three-day flight from the Baikonur Cosmodrome in Kazakhstan. The docking was conducted by Russian cosmonaut Oleg Kotov, commander, in manual control through the TORU (telerobotically operated) rendezvous system due to a jet failure on the Progress that forced a shutdown of the Kurs automated rendezvous system.

Progress 37P on approach to the ISS

NASA Image and Video Library

2010-05-01

ISS023-E-030460 (1 May 2010) --- An unpiloted ISS Progress resupply vehicle approaches the International Space Station, bringing 2.6 tons of food, fuel, oxygen, propellant and supplies for the Expedition 23 crew members aboard the station. Progress 37 docked to the Pirs Docking Compartment at 2:30 p.m. (EDT) on May 1, 2010, after a three-day flight from the Baikonur Cosmodrome in Kazakhstan. The docking was conducted by Russian cosmonaut Oleg Kotov, commander, in manual control through the TORU (telerobotically operated) rendezvous system due to a jet failure on the Progress that forced a shutdown of the Kurs automated rendezvous system.

Progress 37P on approach to the ISS

NASA Image and Video Library

2010-05-01

ISS023-E-030445 (1 May 2010) --- An unpiloted ISS Progress resupply vehicle approaches the International Space Station, bringing 2.6 tons of food, fuel, oxygen, propellant and supplies for the Expedition 23 crew members aboard the station. Progress 37 docked to the Pirs Docking Compartment at 2:30 p.m. (EDT) on May 1, 2010, after a three-day flight from the Baikonur Cosmodrome in Kazakhstan. The docking was conducted by Russian cosmonaut Oleg Kotov, commander, in manual control through the TORU (telerobotically operated) rendezvous system due to a jet failure on the Progress that forced a shutdown of the Kurs automated rendezvous system.

Progress 37P on approach to the ISS

NASA Image and Video Library

2010-05-01

ISS023-E-030584 (1 May 2010) --- An unpiloted ISS Progress resupply vehicle approaches the International Space Station, bringing 2.6 tons of food, fuel, oxygen, propellant and supplies for the Expedition 23 crew members aboard the station. Progress 37 docked to the Pirs Docking Compartment at 2:30 p.m. (EDT) on May 1, 2010, after a three-day flight from the Baikonur Cosmodrome in Kazakhstan. The docking was conducted by Russian cosmonaut Oleg Kotov, commander, in manual control through the TORU (telerobotically operated) rendezvous system due to a jet failure on the Progress that forced a shutdown of the Kurs automated rendezvous system.

Progress 37P on approach to the ISS

NASA Image and Video Library

2010-05-01

ISS023-E-030444 (1 May 2010) --- An unpiloted ISS Progress resupply vehicle approaches the International Space Station, bringing 2.6 tons of food, fuel, oxygen, propellant and supplies for the Expedition 23 crew members aboard the station. Progress 37 docked to the Pirs Docking Compartment at 2:30 p.m. (EDT) on May 1, 2010, after a three-day flight from the Baikonur Cosmodrome in Kazakhstan. The docking was conducted by Russian cosmonaut Oleg Kotov, commander, in manual control through the TORU (telerobotically operated) rendezvous system due to a jet failure on the Progress that forced a shutdown of the Kurs automated rendezvous system.

Progress 37P on approach to the ISS

NASA Image and Video Library

2010-05-01

ISS023-E-030528 (1 May 2010) --- An unpiloted ISS Progress resupply vehicle approaches the International Space Station, bringing 2.6 tons of food, fuel, oxygen, propellant and supplies for the Expedition 23 crew members aboard the station. Progress 37 docked to the Pirs Docking Compartment at 2:30 p.m. (EDT) on May 1, 2010, after a three-day flight from the Baikonur Cosmodrome in Kazakhstan. The docking was conducted by Russian cosmonaut Oleg Kotov, commander, in manual control through the TORU (telerobotically operated) rendezvous system due to a jet failure on the Progress that forced a shutdown of the Kurs automated rendezvous system.

Optimal decay rate for the wave equation on a square with constant damping on a strip

NASA Astrophysics Data System (ADS)

Stahn, Reinhard

2017-04-01

We consider the damped wave equation with Dirichlet boundary conditions on the unit square parametrized by Cartesian coordinates x and y. We assume the damping a to be strictly positive and constant for x<σ and zero for x>σ . We prove the exact t^{-4/3}-decay rate for the energy of classical solutions. Our main result (Theorem 1) answers question (1) of Anantharaman and Léautaud (Anal PDE 7(1):159-214, 2014, Section 2C).

Low-temperature thermoelectric, galvanomagnetic, and thermodynamic properties of the type-I clathrate Ba8AuxSi46-x

NASA Astrophysics Data System (ADS)

Aydemir, U.; Candolfi, C.; Ormeci, A.; Oztan, Y.; Baitinger, M.; Oeschler, N.; Steglich, F.; Grin, Yu.

2011-11-01

Polycrystalline samples of the clathrate Ba8AuxSi46-x were synthesized for 0.2 ⩽ x ⩽ 10. The homogeneity range of the type-I clathrate phase was determined to be 3.63 ⩽ x ⩽ 6.10 after annealing at 900 °C, while a lower Au concentration (x ≈ 2.2) was obtained by steel-quenching. Quasisingle phase materials were obtained for 4.10 ⩽ x ⩽ 6.10. In this composition range, thermoelectric properties, including electrical resistivity, thermopower, and thermal conductivity, were investigated between 2 and 350 K. These experiments were complemented by low-temperature specific heat and Hall-effect measurements (2-300 K). First-principles calculations were carried out to determine the evolution of the electronic structure as a function of x. Both theoretical and experimental results evidence a progressive evolution, with the Au content, from a metallic-like behavior towards a highly doped semiconducting state which develops around x = 5.43. At this concentration, a crossover from n- to p-type conduction occurs, suggesting that the present system satisfies the Zintl-Klemm concept, which predicts a transition at x = 5.33. This crossover is traced by Hall-effect data indicating a dominant electronlike response for x ⩽ 5.43, which turns into a holelike signal at higher x values. Analysis of the data based on a single-parabolic-band model under the assumption of a single scattering mechanism of the charge carriers proved to adequately describe the transport properties in the compositional range investigated. Interestingly, the temperature dependence of the lattice thermal conductivity is strongly influenced by the Au concentration: the typical behavior of crystalline insulators in the n-type compounds evolves into a glasslike dependence in the p-type samples. The series Ba8AuxSi46-x thus provides an excellent testing ground for the interplay between crystal structure, electronic properties, and lattice thermal conductivity in type-I clathrates.

Testing COBOL Programs by Mutation. Volume I. Introduction to the CMS.1 System.

DTIC Science & Technology

1980-02-01

ALTER-OCCURS><SYMBOL TABLE location><code><x> where code = 0 means "add 1 to occurs", = 1 means "subtract 1 from occurs". 4 Insert a filler ( PIC X) in...REC. 31 01 OLD-REC. 32 03 FILLER PIC X. 33 03 OLD-KEY PIC X(12). 34 03 FILLER PIC X(67). 35S to NEdETF 36 RECORD CONTATS 90 CHARACTERS 37 LABEL RECORDS...ARE STANDARD 3S DATA RECORD IS NEd-REC. 39 01 NEd-REC. AO 03 FILLER PIC 1. Al 03 NEW-(FY PIC X(12). A2 03 FILLER PIC 1(6?). 43 ED PMTHR 44 RECORD

Native and engineered tropism of vectors derived from a rare species D adenovirus serotype 43.

PubMed

Belousova, Natalya; Mikheeva, Galina; Xiong, Chiyi; Stagg, Loren J; Gagea, Mihai; Fox, Patricia S; Bassett, Roland L; Ladbury, John E; Braun, Michael B; Stehle, Thilo; Li, Chun; Krasnykh, Victor

2016-08-16

Unique molecular properties of species D adenoviruses (Ads)-the most diverse yet underexplored group of Ads-have been used to develop improved gene vectors. The low seroprevalence in humans of adenovirus serotype 43 (Ad43), an otherwise unstudied species D Ad, identified this rare serotype as an attractive new human gene therapy vector platform. Thus, in this study we wished to assess biological properties of Ad43 essential to its vectorization. We found that (1) Ad43 virions do not bind blood coagulation factor X and cause low random transduction upon vascular delivery; (2) they clear host tissues more quickly than do traditionally used Ad5 vectors; (3) Ad43 uses CD46 as primary receptor; (4) Ad43 can use integrins as alternative primary receptors. As the first step toward vectorization of Ad43, we demonstrated that the primary receptor specificity of the Ad43 fiber can be altered to achieve infection via Her2, an established oncotarget. Whereas this modification required use of the Ad5 fiber shaft, the presence of this domain in chimeric virions did not make them susceptible for neutralization by anti-Ad5 antibodies.

Native and engineered tropism of vectors derived from a rare species D adenovirus serotype 43

PubMed Central

Belousova, Natalya; Mikheeva, Galina; Xiong, Chiyi; Stagg, Loren J.; Gagea, Mihai; Fox, Patricia S.; Bassett, Roland L.; Ladbury, John E.; Braun, Michael B.; Stehle, Thilo; Li, Chun; Krasnykh, Victor

2016-01-01

Unique molecular properties of species D adenoviruses (Ads)—the most diverse yet underexplored group of Ads—have been used to develop improved gene vectors. The low seroprevalence in humans of adenovirus serotype 43 (Ad43), an otherwise unstudied species D Ad, identified this rare serotype as an attractive new human gene therapy vector platform. Thus, in this study we wished to assess biological properties of Ad43 essential to its vectorization. We found that (1) Ad43 virions do not bind blood coagulation factor X and cause low random transduction upon vascular delivery; (2) they clear host tissues more quickly than do traditionally used Ad5 vectors; (3) Ad43 uses CD46 as primary receptor; (4) Ad43 can use integrins as alternative primary receptors. As the first step toward vectorization of Ad43, we demonstrated that the primary receptor specificity of the Ad43 fiber can be altered to achieve infection via Her2, an established oncotarget. Whereas this modification required use of the Ad5 fiber shaft, the presence of this domain in chimeric virions did not make them susceptible for neutralization by anti-Ad5 antibodies. PMID:27462785

Modeling Multibody Stage Separation Dynamics Using Constraint Force Equation Methodology

NASA Technical Reports Server (NTRS)

Tartabini, Paul V.; Roithmayr, Carlos M.; Toniolo, Matthew D.; Karlgaard, Christopher D.; Pamadi, Bandu N.

2011-01-01

This paper discusses the application of the constraint force equation methodology and its implementation for multibody separation problems using three specially designed test cases. The first test case involves two rigid bodies connected by a fixed joint, the second case involves two rigid bodies connected with a universal joint, and the third test case is that of Mach 7 separation of the X-43A vehicle. For the first two cases, the solutions obtained using the constraint force equation method compare well with those obtained using industry- standard benchmark codes. For the X-43A case, the constraint force equation solutions show reasonable agreement with the flight-test data. Use of the constraint force equation method facilitates the analysis of stage separation in end-to-end simulations of launch vehicle trajectories

[Analysis of SOX10 gene mutation in a family affected with Waardenburg syndrome type II].

PubMed

Zheng, Lei; Yan, Yousheng; Chen, Xue; Zhang, Chuan; Zhang, Qinghua; Feng, Xuan; Hao, Shen

2018-02-10

OBJECTIVE To detect potential mutation of SOX10 gene in a pedigree affected with Warrdenburg syndrome type II. METHODS Genomic DNA was extracted from peripheral blood samples of the proband and his family members. Exons and flanking sequences of MITF, PAX3, SOX10, SNAI2, END3 and ENDRB genes were analyzed by chip capturing and high throughput sequencing. Suspected mutations were verified with Sanger sequencing. RESULTS A c.127C>T (p.R43X) mutation of the SOX10 gene was detected in the proband, for which both parents showed a wild-type genotype. CONCLUSION The c.127C>T (p.R43X) mutation of SOX10 gene probably underlies the ocular symptoms and hearing loss of the proband.

Expedition 6 Crew Interviews: Nikolai Budarin FEI (Flight Engineer 1)

NASA Technical Reports Server (NTRS)

2002-01-01

Expedition 6 Flight Engineer Nikolai Budarin is seen during a prelaunch interview. He provides details on the mission's goals and significance, his role in the mission, what his responsibilities will be, what the crew activities will be like (docking of a Progress unpiloted supply vehicle, maintaining the space station, conducting science experiments and performing one spacewalk), the day-to-day life on an extended stay mission, and the experiments he will be conducting on board. Budarin also discusses how his previous experiences on mir space missions will help him and ends his thoughts on how valuable the International Space Station has proven.

Polymorphism in Bi2(SO4)3

NASA Astrophysics Data System (ADS)

Subban, Chinmayee V.; Rousse, Gwenaëlle; Courty, Matthieu; Barboux, Philippe; Tarascon, Jean-Marie

2014-12-01

A new polymorph of Bi2(SO4)3 was prepared by reaction of LiBiO2 with H2SO4 and its crystal structure was solved from X-ray powder diffraction. This new polymorph crystallizes in C2/c space group with lattice parameters a = 17.3383(3) Å, b = 6.77803(12) Å, c = 8.30978(13) Å, β = 101.4300(12)°. Bi2(SO4)3 presents a layered structure made of SO4 sulfate groups and signs of stereochemically active Bi3+ lone pairs. The new Bi2(SO4)3 absorbs water to form Bi2(H2O)2(SO4)2(OH)2 through an intermediate Bi2O(OH)2SO4 phase, and the transition is reversible when heated under vacuum.

Growth and characterization of a Li2Mg2(MoO4)3 scintillating bolometer

NASA Astrophysics Data System (ADS)

Danevich, F. A.; Degoda, V. Ya.; Dulger, L. L.; Dumoulin, L.; Giuliani, A.; de Marcillac, P.; Marnieros, S.; Nones, C.; Novati, V.; Olivieri, E.; Pavlyuk, A. A.; Poda, D. V.; Trifonov, V. A.; Yushina, I. V.; Zolotarova, A. S.

2018-05-01

Lithium magnesium molybdate (Li2Mg2(MoO4)3) crystals were grown by the low-thermal-gradient Czochralski method. Luminescence properties of the material (emission spectra, thermally stimulated luminescence, dependence of intensity on temperature, phosphorescence) have been studied under X-ray excitation in the temperature interval from 8 to 400 K, while at the same being operated as a scintillating bolometer at 20 mK for the first time. We demonstrated that Li2Mg2(MoO4)3 crystals are a potentially promising detector material to search for neutrinoless double beta decay of 100Mo.

Measurement of the force and torque produced in the calcium response of reactivated rat sperm flagella.

PubMed

Moritz, M J; Schmitz, K A; Lindemann, C B

2001-05-01

Rat sperm that are demembranated with Triton X-100 and reactivated with Mg-ATP show a strong mechanical response to the presence of free calcium ion. At pCa < 4, the midpiece region of the flagellum develops a strong and sustained curvature that gives the cell the overall appearance of a fishhook [Lindemann and Goltz, 1988: Cell Motil. Cytoskeleton 10:420-431]. In the present study, the force and torque that maintain the calcium-induced hook have been examined quantitatively. In addition, full-length and shortened flagella were manipulated to evaluate the plasticity of the hooks and determined the critical length necessary for maintaining the curvature. The hooks were found to be highly resilient, returning to their original configuration (>95%) after being straightened and released. The results from manipulating the shortened flagella suggest that the force holding the hook in the curved configuration is generated in the basal 60 microm of the flagellum. The force required to straighten the calcium-induced hooks was measured with force-calibrated glass microprobes, and the bending torque was calculated from the measured force. The force and torque required to straighten the flagellum were found to be proportional to the change in curvature of the hooked region of the flagellum, suggesting an elastic-like behavior. The average torque to open the hooks to a straight position was 2.6 (+/-1.4) x 10(-7) dyne x cm (2.6 x 10(-14) N x m) and the apparent stiffness was 4.3 (+/-1.3) x 10(-10) dyne x cm(2) (4.3 x 10(-19) N x m(2)). The stiffness of the hook was determined to be approximately one quarter the rigor stiffness of a rat sperm flagellum measured under comparable conditions.

Magnesium Alloy WE43 and WE43-T5 - Mechanical and Thermal Properties

NASA Astrophysics Data System (ADS)

Xiang, Chongchen

Magnesium alloys are promising in aerospace, automotive and electronic industries due to low density, high specific strength and excellent machinability. A rare earth element alloy (WE43) is studied in as cast and heat treated conditions. Multiscale characterization is conducted to understand the nanomechanical response using a nanoindentor and microscale behavior using tensile tests. Further, compressive characterization is conducted across six orders of strain rate magnitudes from 10-3 to 3x103 s -1 under the range of liquid nitrogen (-196°C) to room temperature (25°C). Based on the results, a constitutive model is developed to estimate the plastic behavior of as-cast WE43 and WE43-T5 at different strain rates and under different temperatures. In addition, dynamic properties are studied using a dynamic mechanical analyzer at 1-100 Hz loading frequencies and the temperature range from 35°C to 500°C. Only Yttrium-rich cuboidal phase and zirconium-rich phase were present in WE43-T5 alloy and the eutectic phase was absent. Also, the grain size was reduced due to the hot rolling process. The difference in microstructure reflects into the mechanical properties. WE43-T5 specimens have improved mechanical properties over the as-cast alloy. Two transition temperatures are found at 210 and 250°C based on the storage and loss moduli results. The Mg24Y5 peak is found in the high temperature x-ray diffraction results along with a new Mg12Nd peak at those two temperature points. The corrosion behavior, studied by 7-day immersion in 3.5% NaCl solution, shows that the heat treated alloy has significantly lower corrosion rate than the as-cast alloy due to the absence of the eutectic mixture in the microstructure. With rapidly growing applications of magnesium alloys, particularly with rare earth elements, this study is expected to provide critical data and structure-property correlations that will help the scientific community.

Establishing HZ43 A, Sirius B, and RX J185635-3754 as soft X-ray standards: a cross-calibration between the Chandra LETG+HRC-S, the EUVE spectrometer, and the ROSAT PSPC

NASA Astrophysics Data System (ADS)

Beuermann, K.; Burwitz, V.; Rauch, T.

2006-11-01

Context: .The absolute calibration of space-borne instruments in the soft X-ray regime rests strongly on model spectra of hot white dwarfs. Aims: .We analyze the Chandra LETG+HRC observations of the white dwarfs HZ43 A and Sirius B and of the neutron star RX J185635-3754 with the aim of resolving current uncertainties in the soft X-ray spectral fluxes and photospheric parameters of the three stars. We apply the derived photon spectra to a cross-calibration of the LETG+HRC-S with the short-wavelength EUVE spectrometer and the ROSAT PSPC. Methods: .We tie HZ43 A to the flux of RX J1856 in the 44-48 Å range and perform a simultaneous least squares fit to the LETG+HRC spectra of the three stars. This allows us to determine an internally consistent set of spectral energy distributions and an empirically derived wavelength-dependent correction to the LETG+HRC-S effective area. We employ NLTE model atmospheres calculated with TMAP for the white dwarfs and a two-blackbody model for RX J1856, tied to the respective optical fluxes. Results: .The two-blackbody model for RX J1856 features a hot spot on a cooler star and yields kT_spot=62.8±0.4 eV and kT_star=32.3±0.7 eV with a stellar angular radius as seen from infinity of 0.1371±0.0010 km pc-1. For HZ43 A, our fit yields T_eff = 51 126± 660 K and log g=7.90±0.080 (cgs) with anti-correlated errors (1-σ) which include not only the statistical but also the systematic uncertainties of the fit. HZ43AB displays a previously detected bremsstrahlung component with a temperature kT≃ 0.6 keV. For Sirius B, we find T_eff = 24 923± 115 K for fixed log g = 8.6. The calibration of the short-wavelength EUVE spectrometer differs from that of the LETG+HRC-S by 15± 7%. The ROSAT PSPC is found to be correctly calibrated within a few percent and reports of a major miscalibration are unfounded. Conclusions: .We have obtained improved parameters for RX J185635-3754, HZ43 A, and Sirius B which fit the observations from the optical to the soft X-ray regime. Our approach allows us to quote their absolute spectral fluxes at selected wavelengths which may aid the calibration of other space-borne instruments.

Characterization of active phosphorus surface sites at synthetic carbonate-free fluorapatite using single-pulse 1H, 31P, and 31P CP MAS NMR.

PubMed

Jarlbring, Mathias; Sandström, Dan E; Antzutkin, Oleg N; Forsling, Willis

2006-05-09

The chemically active phosphorus surface sites defined as PO(x), PO(x)H, and PO(x)H2, where x = 1, 2, or 3, and the bulk phosphorus groups of PO4(3-) at synthetic carbonate-free fluorapatite (Ca5(PO4)3F) have been studied by means of single-pulse 1H,31P, and 31P CP MAS NMR. The changes in composition and relative amounts of each surface species are evaluated as a function of pH. By combining spectra from single-pulse 1H and 31P MAS NMR and data from 31P CP MAS NMR experiments at varying contact times in the range 0.2-3.0 ms, it has been possible to distinguish between resonance lines in the NMR spectra originating from active surface sites and bulk phosphorus groups and also to assign the peaks in the NMR spectra to the specific phosphorus species. In the 31P CP MAS NMR experiments, the spinning frequency was set to 4.2 kHz; in the single-pulse 1H MAS NMR experiments, the spinning frequency was 10 kHz. The 31P CP MAS NMR spectrum of fluorapatite at pH 5.9 showed one dominating resonance line at 2.9 ppm assigned to originate from PO4(3-) groups and two weaker shoulder peaks at 5.4 and 0.8 ppm which were assigned to the unprotonated PO(x) (PO, PO2-, and PO3(2-)) and protonated PO(x)H (PO2H and PO3H-) surface sites. At pH 12.7, the intensity of the peak representing unprotonated PO(x) surface sites has increased 1.7% relative to the bulk peak, while the intensity of the peaks of the protonated species PO(x)H have decreased 1.4% relative to the bulk peak. At pH 3.5, a resonance peak at -4.5 ppm has appeared in the 31P CP MAS NMR spectrum assigned to the surface species PO(x)H2 (PO3H2). The results from the 1H MAS and 31P CP MAS NMR measurements indicated that H+, OH-, and physisorbed H2O at the surface were released during the drying process at 200 degrees C.

RNF43 is mutated less frequently in Lynch Syndrome compared with sporadic microsatellite unstable colorectal cancers.

PubMed

Fennell, Lochlan J; Clendenning, Mark; McKeone, Diane M; Jamieson, Saara H; Balachandran, Samanthy; Borowsky, Jennifer; Liu, John; Kawamata, Futoshi; Bond, Catherine E; Rosty, Christophe; Burge, Matthew E; Buchanan, Daniel D; Leggett, Barbara A; Whitehall, Vicki L J

2018-01-01

The WNT signaling pathway is commonly altered during colorectal cancer development. The E3 ubiquitin ligase, RNF43, negatively regulates the WNT signal through increased ubiquitination and subsequent degradation of the Frizzled receptor. RNF43 has recently been reported to harbor frequent truncating frameshift mutations in sporadic microsatellite unstable (MSI) colorectal cancers. This study assesses the relative frequency of RNF43 mutations in hereditary colorectal cancers arising in the setting of Lynch syndrome. The entire coding region of RNF43 was Sanger sequenced in 24 colorectal cancers from 23 patients who either (i) carried a germline mutation in one of the DNA mismatch repair genes (MLH1, MSH6, MSH2, PMS2), or (ii) showed immunohistochemical loss of expression of one or more of the DNA mismatch repair proteins, was BRAF wild type at V600E, were under 60 years of age at diagnosis, and demonstrated no promoter region methylation for MLH1 in tumor DNA. A validation cohort of 44 colorectal cancers from mismatch repair germline mutation carriers from the Australasian Colorectal Cancer Family Registry (ACCFR) were sequenced for the most common truncating mutation hotspots (X117 and X659). RNF43 mutations were found in 9 of 24 (37.5%) Lynch syndrome colorectal cancers. The majority of mutations were frameshift deletions in the G659 G7 repeat tract (29%); 2 cancers (2/24, 8%) from the one patient harbored frameshift mutations at codon R117 (C6 repeat tract) within exon 3. In the ACCFR validation cohort, RNF43 hotspot mutations were identified in 19/44 (43.2%) of samples, which was not significantly different to the initial series. The proportion of mutant RNF43 in Lynch syndrome related colorectal cancers is significantly lower than the previously reported mutation rate found in sporadic MSI colorectal cancers. These findings identify further genetic differences between sporadic and hereditary colorectal cancers. This may be because Lynch Syndrome cancers commonly arise in colorectal adenomas already bearing the APC mutation, whereas sporadic microsatellite unstable colorectal cancers arise from serrated polyps typically lacking APC mutation, decreasing the selection pressure on other WNT signaling related loci in Lynch syndrome.

VizieR Online Data Catalog: Sample of faint X-ray pulsators (Israel+, 2016)

NASA Astrophysics Data System (ADS)

Israel, G. L.; Esposito, P.; Rodriguez Castillo, G. A.; Sidoli, L.

2018-04-01

As of 2015 December 31, we extracted about 430000 time series from sources with more than 10 counts (after background subtraction); ~190000 of them have more than 50 counts and their PSDs were searched for significant peaks. At the time of writing, the total number of searched Fourier frequencies was about 4.3x109. After a detailed screening, we obtained a final sample of 41 (42) new X-ray pulsators (signals), which are listed in Table 1. (1 data file).

Aerial Reconnaissance Binoculars

DTIC Science & Technology

1974-06-01

199212 Z= 8,51005 L= 0 M= 204139-4 N= . Table 1.2 Marginal ray height for zero degroos Ineldont rayo YO= .6 X ) Y= .60795 Z= 3-96631E-p X 0 Y= .6143...in high vibration environments where standard military binoculars (7 x 50) are only marginally helpful to the naked eye in the detection of targets...of-view 17.8 degrees Exit Pupil 9.65 mm Eye Relief 274 mm Size 4.5 x 8.75 x 3.5 inches Weight 4.3 lbs 3 2. Computer Design - Ray Tracing of Original

43 CFR 43.620 - Cooperative agreement.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 43 Public Lands: Interior 1 2010-10-01 2010-10-01 false Cooperative agreement. 43.620 Section 43... DRUG-FREE WORKPLACE (FINANCIAL ASSISTANCE) Definitions § 43.620 Cooperative agreement. Cooperative... activity contemplated by the award. The term does not include cooperative research and development...

43 CFR 8224.1 - Use of the Fossil Forest Research Natural Area.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 43 Public Lands: Interior 2 2011-10-01 2011-10-01 false Use of the Fossil Forest Research Natural...) BUREAU OF LAND MANAGEMENT, DEPARTMENT OF THE INTERIOR RECREATION PROGRAMS PROCEDURES Fossil Forest Research Natural Area § 8224.1 Use of the Fossil Forest Research Natural Area. (a) Fossils may be collected...

43 CFR 8224.1 - Use of the Fossil Forest Research Natural Area.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 43 Public Lands: Interior 2 2012-10-01 2012-10-01 false Use of the Fossil Forest Research Natural...) BUREAU OF LAND MANAGEMENT, DEPARTMENT OF THE INTERIOR RECREATION PROGRAMS PROCEDURES Fossil Forest Research Natural Area § 8224.1 Use of the Fossil Forest Research Natural Area. (a) Fossils may be collected...

43 CFR 8224.1 - Use of the Fossil Forest Research Natural Area.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 43 Public Lands: Interior 2 2013-10-01 2013-10-01 false Use of the Fossil Forest Research Natural...) BUREAU OF LAND MANAGEMENT, DEPARTMENT OF THE INTERIOR RECREATION PROGRAMS PROCEDURES Fossil Forest Research Natural Area § 8224.1 Use of the Fossil Forest Research Natural Area. (a) Fossils may be collected...

43 CFR 8224.1 - Use of the Fossil Forest Research Natural Area.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 43 Public Lands: Interior 2 2014-10-01 2014-10-01 false Use of the Fossil Forest Research Natural...) BUREAU OF LAND MANAGEMENT, DEPARTMENT OF THE INTERIOR RECREATION PROGRAMS PROCEDURES Fossil Forest Research Natural Area § 8224.1 Use of the Fossil Forest Research Natural Area. (a) Fossils may be collected...

Studies on the Startup Transients and Performance of a Gas Loaded Sodium Heat Pipe

DTIC Science & Technology

1989-06-01

NOTATION Prepared as a doctoral dissertation (Ph.D.) for the University of Dayton, Dayton, Ohio. 17. COSATI CODES 18. SUBJECT TERMS (Continue on reverse...for his doctoral degree from the University of Dayton. Messrs. J. Tennant and M. 0. Ryan (UES) and D. Reinmuller (APPL) provided the technical support...B55.9 x 9.81 x I.H1’i x 10 ? x I - 158./ N/m2 APA p tg d sin q 0 (for horizontal heat (42) pipe operation) P pm -cm -AP - APA (43) lable 5 lists these

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus research aircraft in flight over Rogers Dry Lake, Edwards, California, during a 1996 research flight. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Tailoring the Ag + Content within the Tunnels and on the Exposed Surfaces of α-MnO 2 Nanowires: Impact on Impedance and Electrochemistry

DOE PAGES

Zhang, Bingjie; Smith, Paul F.; Lee, Seung-Yong; ...

2016-12-01

Efficient conduction of both electrons and cations (e.g., Li +) has a profound effect on the current and capacity of lithium-based batteries. With this study, we focus on cathode effects, with the preparation of pure silver hollandite materials with variable silver ion content within (intra-tunnel) and on the surface of α-MnO 2 tunneled materials, followed by the measurement and analysis of impedance and electrochemistry data. Specifically, pure Ag xMn 8O 16-y materials with low (x = 1.13) and high (x = 1.54) intra-tunnel silver content are compared with Ag xMn 8O 16-y·aAg 2O (a = 0.25, 0.63, 1.43) composites preparedmore » via a new Ag 2O coating strategy. When the Ag 2O (a = 0, 0.25) content is low, the material with higher intra-tunnel silver (x = 1.53) content delivers up to ~5-fold higher capacity accounted for by a ~10-fold lower impedance than its lower intra-tunnel silver (x = 1.13) counterpart. In the presence of high Ag 2O content (a = 0.63, 1.43), both composites exhibit comparable impedance but the lower intra-tunnel silver (x = 1.13) composite delivers up to ~1.5-fold higher capacity than higher intra-tunnel silver composite, highlighting the key role of Li + transport under those conditions. Our results demonstrate material design strategies which can significantly increase electronic and ionic conductivities.« less

Tailoring the Ag + Content within the Tunnels and on the Exposed Surfaces of α-MnO 2 Nanowires: Impact on Impedance and Electrochemistry

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

Zhang, Bingjie; Smith, Paul F.; Lee, Seung-Yong

Efficient conduction of both electrons and cations (e.g., Li +) has a profound effect on the current and capacity of lithium-based batteries. With this study, we focus on cathode effects, with the preparation of pure silver hollandite materials with variable silver ion content within (intra-tunnel) and on the surface of α-MnO 2 tunneled materials, followed by the measurement and analysis of impedance and electrochemistry data. Specifically, pure Ag xMn 8O 16-y materials with low (x = 1.13) and high (x = 1.54) intra-tunnel silver content are compared with Ag xMn 8O 16-y·aAg 2O (a = 0.25, 0.63, 1.43) composites preparedmore » via a new Ag 2O coating strategy. When the Ag 2O (a = 0, 0.25) content is low, the material with higher intra-tunnel silver (x = 1.53) content delivers up to ~5-fold higher capacity accounted for by a ~10-fold lower impedance than its lower intra-tunnel silver (x = 1.13) counterpart. In the presence of high Ag 2O content (a = 0.63, 1.43), both composites exhibit comparable impedance but the lower intra-tunnel silver (x = 1.13) composite delivers up to ~1.5-fold higher capacity than higher intra-tunnel silver composite, highlighting the key role of Li + transport under those conditions. Our results demonstrate material design strategies which can significantly increase electronic and ionic conductivities.« less

Research priorities of international sporting federations and the IOC research centres

PubMed Central

Talpey, Scott; Bradshaw, Ashley; Soligard, Torbjorn; Engebretsen, Lars

2016-01-01

Background/aim To be fully effective, the prevention of injury in sport and promotion of athlete's health needs to be both targeted and underpinned by scientific evidence. This study aimed to identify the research priorities of International Sporting Federation (ISFs) compared to the current research focus of the International Olympic Committee Research Centres (IOC-RCs). Methods Online survey of ISF Medical Chairpersons (n=22, 69% response) and IOC-RC Directors (n=7, 78% response). Open-ended responses relating to injury/illness priorities and specific athlete targets were thematically coded. Ratings were given of the need for different research types according to the Translating Research into Injury Prevention Practice (TRIPP) Framework stages. Results are presented as the frequency of ISFs and IOC-RCs separately. Results Both ISFs and IOC-RFs prioritised research into concussion (27%, 72%, respectively), competitive overuse (23%, 43%) and youth (41%, 43%). The ISFs also ranked catastrophic injuries (14%), environmental factors (18%), elite athletes (18%) and Paralympic athletes (14%) as important. The IOC-RCs gave higher priority to preventing respiratory illness (43%), long-term health consequences of injury (43%) and recreational athletes (43%). There was a trend towards ISFs valuing TRIPP stage 5/6 research more highly and for the IOC-RCs to value TRIPP stage 1/2 research. Conclusions There are clear opportunities to better link the priorities and actions of the ISFs and IOC-RCs, to ensure more effective practice-policy-research partnerships for the benefit of all athletes. Setting a mutually-agreed research agenda will require further active engagement between researchers and broader ISF representatives. PMID:27900197

The Media Tour the BFF, VAB, and the ML

NASA Image and Video Library

2014-12-02

At NASA's Kennedy Space Center in Florida, members of the news media tour the spaceport's Vehicle Assembly Building. They were shown an ogive panel which, together with others, cover the Orion spacecraft during launch. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Orion is Lifted for Mating with Delta IV

NASA Image and Video Library

2014-11-12

At Cape Canaveral Air Force Station's Launch Complex 37, United Launch Alliance engineers and technicians prepare to mate the agency's Orion spacecraft to its Delta IV Heavy rocket. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Orion is Lifted for Mating with Delta IV

NASA Image and Video Library

2014-11-12

At Cape Canaveral Air Force Station's Launch Complex 37, United Launch Alliance engineers and technicians prepare to lift the agency's Orion spacecraft for mounting atop its Delta IV Heavy rocket. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Orion is Lifted for Mating with Delta IV

NASA Image and Video Library

2014-11-12

At Cape Canaveral Air Force Station's Launch Complex 37, United Launch Alliance engineers and technicians begin lifting the agency's Orion spacecraft for mounting atop its Delta IV Heavy rocket. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Delta Mariner arrival with EFT-1 Booster

NASA Image and Video Library

2014-03-03

CAPE CANAVERAL, Fla. – The United Launch Alliance barge Delta Mariner enters Port Canaveral in Florida. The barge is carrying two of the booster stages for the Delta IV Heavy rocket slated for Orion's Exploration Flight Test-1, or EFT-1. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep-space return velocities. The first unpiloted test flight of Orion is scheduled to launch in September 2014 atop a Delta IV Heavy rocket and in 2017 on NASA’s Space Launch System

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Jeremy Graeber, Orion Recovery Director in Ground Systems Development and Operations at Kennedy. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Orion Flight Test Preview Briefing

NASA Image and Video Library

2014-11-06

In the Kennedy Space Center’s Press Site auditorium, members of the news media are briefed on the upcoming Orion flight test by Ron Fortson, United Launch Alliance director of Mission Management. Orion is the exploration spacecraft designed to carry astronauts to destinations not yet explored by humans, including an asteroid and Mars. It will have emergency abort capability, sustain the crew during space travel and provide safe re-entry from deep space return velocities. The first unpiloted flight test of Orion is scheduled to launch Dec. 4, 2014 atop a United Launch Alliance Delta IV Heavy rocket, and in 2018 on NASA’s Space Launch System rocket.

Theseus Assembly Sequence #1

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft being assembled at NASA's Dryden Flight Research Center, Edwards, California, in May of 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus Assembly Sequence #3

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft being assembled at NASA's Dryden Flight Research Center, Edwards, California, in May of 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Pitchfork Bifurcations and Dive Plane Reversal of Submarines at Low Speeds

DTIC Science & Technology

1993-06-01

matrix off(x) evaluated at the equilibrium point xo, .4 =- 1ao" ( 35 ) a3x and the state x has been redefined to designate small deviations from the...dimensional form given below; gng(M Z6 _Z M6 ) (3.20) 35 i • •• • • •• •0 With the steady state 0 solution derived, equations for both the steady state...following equation; -x•ZW +- zWZsSo GB = (4.43)( ZSM . - M8Z.O)(I(+ (ZS I Z. ,8.1) By converting uW and xGB into the non dimensional parameters X and I3

Strain-induced tetragonal distortions and multiferroic properties in polycrystalline Sr 1 - x B a x Mn O 3 ( x = 0.43 - 0.45 ) perovskites

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

Somaily, H.; Kolesnik, S.; Mais, J.

Here, we report a comprehensive structure-property phase diagram of unique single-ion type-1 multiferroic pseudocubic Sr 1-xBa xMnO 3 perovskites. Employing a specially designed multi-step reduction-oxidation synthesis technique, we describe the successful synthesis of previously unknown Sr 1-xBa xMnO 3 compositions in their polycrystalline form with a significantly extended Ba solubility limit that is only rivaled by a very limited number of crystals and thin films grown under non-equilibrium conditions. Understanding the multiferroic interplay with structure in Sr 1-xBa xMnO 3 is of great importance as it opens the door wide to the development of newer materials from the parent (AA’)(BB’)more » O 3 system with enhanced properties. To this end, using a combination of time-of-flight neutron and synchrotron x-ray scattering techniques, we determined the exact structures and quantified the Mn and oxygen polar distortions above and below T C and T N. In its ferroelectric state, the system crystalizes in the noncentrosymmetric tetragonal P4mm space group which gives rise to a large electric dipole moment P s, in the z-direction, of 18.4 and 29.5 µC/cm 2 for x = 0.43 and 0.45, respectively. The two independently driven ferroelectric and magnetic order parameters are single-handedly accommodated by the Mn sublattice leading to a novel strain-assisted multiferroic behavior in agreement with many theoretical predictions. Our neutron diffraction results demonstrate the large and tunable suppression of the ferroelectric order at the onset of AFM ordering and confirm the coexistence and strong coupling of the two ferroic orders below T N. The refined magnetic moments confirm the strong covalent bonding between Mn and the oxygen anions which is necessary for stabilizing the ferroelectric phase.« less

Strain-induced tetragonal distortions and multiferroic properties in polycrystalline Sr 1 - x B a x Mn O 3 ( x = 0.43 - 0.45 ) perovskites

DOE PAGES

Somaily, H.; Kolesnik, S.; Mais, J.; ...

2018-05-17

Here, we report a comprehensive structure-property phase diagram of unique single-ion type-1 multiferroic pseudocubic Sr 1-xBa xMnO 3 perovskites. Employing a specially designed multi-step reduction-oxidation synthesis technique, we describe the successful synthesis of previously unknown Sr 1-xBa xMnO 3 compositions in their polycrystalline form with a significantly extended Ba solubility limit that is only rivaled by a very limited number of crystals and thin films grown under non-equilibrium conditions. Understanding the multiferroic interplay with structure in Sr 1-xBa xMnO 3 is of great importance as it opens the door wide to the development of newer materials from the parent (AA’)(BB’)more » O 3 system with enhanced properties. To this end, using a combination of time-of-flight neutron and synchrotron x-ray scattering techniques, we determined the exact structures and quantified the Mn and oxygen polar distortions above and below T C and T N. In its ferroelectric state, the system crystalizes in the noncentrosymmetric tetragonal P4mm space group which gives rise to a large electric dipole moment P s, in the z-direction, of 18.4 and 29.5 µC/cm 2 for x = 0.43 and 0.45, respectively. The two independently driven ferroelectric and magnetic order parameters are single-handedly accommodated by the Mn sublattice leading to a novel strain-assisted multiferroic behavior in agreement with many theoretical predictions. Our neutron diffraction results demonstrate the large and tunable suppression of the ferroelectric order at the onset of AFM ordering and confirm the coexistence and strong coupling of the two ferroic orders below T N. The refined magnetic moments confirm the strong covalent bonding between Mn and the oxygen anions which is necessary for stabilizing the ferroelectric phase.« less

An extrasolar extreme-ultraviolet object. II - The nature of HZ 43. [hot white dwarf star

NASA Technical Reports Server (NTRS)

Margon, B.; Liebert, J.; Lampton, M.; Spinrad, H.; Bowyer, S.; Gatewood, G.

1976-01-01

A variety of data are presented concerning the spectrum, distance, temperature, and evolutionary state of the hot white dwarf HZ 43, the first extrasolar object to be detected in the EUV band. The data include spectrophotometry of the star and its red dwarf companion (HZ 43B), a trigonometric parallax for the star, its tangential velocity, and results of soft X-ray and EUV observations. The main conclusions are that: (1) the spectrum of HZ 43A is that of a hot DAwk star, (2) HZ 43B is a dM3.5e star, (3) the distance of the system is about 65 pc, (4) the tangential velocity is not atypical of white dwarfs, and (5) the stellar energy distribution of HZ 43A is well fitted by a black body with an effective temperature of approximately 110,000 K. Evolutionary implications of the existence of an object as hot as HZ 43A are briefly considered, and it is suggested that the progenitors of hot DA stars must include objects hotter than spectral type sdB, with logical possibilities being nuclei of planetary nebulae and sdO stars.