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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 199 records · Page 11
All sourcesNASA NTRSDOE OSTI
NASA NTRS1958

Free-Spinning-Tunnel Investigation of a 1/28-Scale Model of the North American FJ-4 Airplane with External Fuel Tanks, TED No. NACA AD 3112

A supplementary investigation to determine the effect of external fuel tanks on the spin and recovery characteristics of a l/28-scale model of the North American FJ-4 airplane has been conducted in the Langley 20-foot free-spinning tunnel. The model had been extensively tested previously (NACA Research Memorandum SL38A29) and therefore only brief tests were made to evaluate the effect of tank installation. Erect spin tests of the model indicate that flat-type spins-are more prevalent with 200-gallon external fuel tanks than with tanks not installed. The recovery technique determined for spins without tanks, rudder reversal to full against the spin accompanied by simultaneous movement of ailerons to full with the spin, is recommended for spins encountered with external tanks installed. If inverted spins are encountered with external tanks installed, the tanks should be jettisoned and recovery attempted by rudder reversal to full against the spin with ailerons maintained at neutral.

Healy, Frederick M.↗
NASA NTRS1950

Ditching Investigation of a 1/14-Scale Model of the Northrop C-125 Airplane

An investigation of a 1/14-scale dynamically similar model of the Northrop C-125 airplane was made to determine the ditching characteristics and proper ditching technique for the airplane. Various conditions of damage, landing attitude, flap setting, and speed were investigated. The behavior of the model was determined from visual observations, motion-picture records, and time-history deceleration records. The results of the investigation are presented in table form, photographs, and curves. It was concluded that the airplane should be ditched at a nose-high landing attitude (near 8 deg) with flaps full down. The fixed landing gear will cause the airplane to dive. The fuselage will be damaged and will probably flood rapidly. Longitudinal decelerations will be about 4g and the length of landing run will be about two fuselage lengths. If the main landing gear could be jettisonable or retractable the ditching characteristics would be greatly improved.

Fisher, Lloyd J.↗
NASA NTRS1954

Ditching Investigation of a 1/10-Scale Model of the North American F-86 Airplane

An investigation was made of a 1/10-scale dynamically similar model of the North American F-86 airplane to study its behavior when ditched. The model was landed in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and conditions of damage were simulated. The behavior of the model was determined from visual observations, acceleration records, and motion-picture records of the ditchings. Data are presented in tabular form, sequence photographs, and time-history acceleration curves. From the results of the investigation it was concluded that the airplane should be ditched at the nose-high, 14 deg attitude to avoid the violent dive which occurs at the 4 deg attitude. The flaps and leading-edge slats should be fully extended to obtain the lowest possible landing speed. The wing tanks should be jettisoned to avoid the undesirable behavior which occurs with the tanks attached. In a calm-water ditching under these conditions the airplane will run smoothly for about 600 feet. Maximum longitudinal and vertical decelerations of about 3g will be encountered.

Fisher, Lloyd J.↗
NASA NTRS1953

Ditching Tests of a 1/8-Scale Model of the Chance Vought XF6U-1 Airplane, TED No. NACA DE319

Tests were made with a 1/8-scale dynamically similar model of the Chance Vought XF6U-1 airplane to study its behavior when ditched. The model was ditched in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and conditions of damage were simulated. The behavior of the model was determined from visual observations, by recording time histories of the accelerations, and by taking motion pictures of the ditchings. From the results of the tests it was concluded that the airplane should be ditched at the near-stall, tail-down attitude (12 deg). The flaps should be fully extended to obtain the lowest possible landing speed. The wing-tip tanks should be jettisoned. The underside of the fuselage will be critically damaged in a ditching and the airplane will dive violently after a run of about three fuselage lengths. Maximum longitudinal decelerations up to about 7g and maximum vertical accelerations up to about 5g will be encountered.

Fisher, Lloyd J., Jr.↗
NASA NTRS1948

Free-Spinning-Tunnel Tests of a 1/24-Scale Model of the Grumman XF9F-2 Airplane with Wing-Tip Tanks Installed

An investigation of the spin and recovery characteristics of a 1/24-scale model of the Grumman XF9F-2 airplane with wing-tip tanks installed has been conducted-in the Langley 20-foot free-spinning tunnel. The effects of control settings and movements on the erect spin and recovery characteristics of the model for a range of possible loadings of the tip tanks were determined. Spin and recovery characteristics without tanks were determined in a previous investigation. The model results indicated that the airplane spins will generally be oscillatory and that recoveries will be satisfactory for all loadings by normal recovery technique (full rudder reversal followed approximately one-half turn later by moving the elevator down). The rudder force necessary for recovery should be within the physical capability of the pilot but the elevator force may be excessive so that some type of balance or booster might be necessary, or it might be necessary to jettison the wing-tip tanks.

Berman, Theodore↗
NASA NTRS1950

Investigation of the Spin and Recovery Characteristics of a 0.057-Scale Model of the Modified Chance Vought XF7U-1 Airplane. TED No. NACA DE 311

An investigation has been conducted in the Langley 20-foot free-spinning tunnel to determine the spin and recovery characteristics of a 0.057-scale model of the modified Chance Vought XF7U-1 airplane. The primary change in the design from that previously tested was a revision of the twin vertical tails. Tests were also made to determine the effect of installation of external wing tanks. The results indicated that the revision in the vertical tails did not greatly alter the spin and recovery characteristics of the model and recovery by normal use of controls (fill rapid rudder reversal followed approximately one-half turn later by movement of the stick forward of neutral) was satisfactory. Adding the external wing tanks to cause the recovery characteristics to become critical and border on an unsatisfactory condition; however, it was shown that satisfactory recovery could be obtained by jettisoning the tanks, followed by normal recovery technique.

Berman, Theodore↗
NASA NTRS2005

Multi-Tasking: First Shuttle Mission Since Columbia Combines Test Flight, Catch-Up ISS Supply and Maintenance

NASA's space shuttle fleet is nearing its return to flight with a complex mission on board Discovery that will combine tests of new hardware and procedures adopted in the wake of Columbia's loss with urgent repairs and resupply for the International Space Station. A seven-member astronaut crew has trained throughout most of the two-year hiatus in shuttle operations for the 13-day mission, shooting for a three-week launch window that opens May 15. The window, and much else about the STS-114 mission, is constrained by NASA's need to ensure it has fixed the ascent/debris problem that doomed Columbia and its crew as they attempted to reenter the atmosphere on Feb. 1, 2003. The window was selected so Discovery's ascent can be photographed in daylight with 107 different ground- and aircraft-based cameras to monitor the redesigned external tank for debris shedding. Fixed cameras and the shuttle crew will also photograph the tank in space after it has been jettisoned.

Morring, Frank, Jr.↗
NASA NTRS2005

Propellantless AOCS Design for a 160-m, 450-kg Sailcraft of the Solar Polar Imager Mission

An attitude and orbit control system (AOCS) is developed for a 160-m, 450-kg solar sail spacecraft of the Solar Polar Imager (SPI) mission. The SPI mission is one of several Sun- Earth Connections solar sail roadmap missions currently envisioned by NASA. A reference SPI sailcraft consists of a 160-m, 150-kg square solar sail, a 250-kg spacecraft bus, and 50-kg science payloads, The 160-m reference sailcraft has a nominal solar thrust force of 160 mN (at 1 AU), an uncertain center-of-mass/center-of-pressure offset of +/- 0.4 m, and a characteristic acceleration of 0.35 mm/sq s. The solar sail is to be deployed after being placed into an earth escaping orbit by a conventional launch vehicle such as a Delta 11. The SPI sailcraft first spirals inwards from 1 AU to a heliocentric circular orbit at 0.48 AU, followed by a cranking orbit phase to achieve a science mission orbit at a 75-deg inclination, over a total sailing time of 6.6 yr. The solar sail will be jettisoned after achieving the science mission orbit. This paper focuses on the solar sailing phase of the SPI mission, with emphasis on the design of a reference AOCS consisting of a propellantless primary ACS and a microthruster-based secondary (optional) ACS. The primary ACS employs trim control masses running along mast lanyards for pitch/yaw control together with roll stabilizer bars at the mast tips for quadrant tilt (roll) control. The robustness and effectiveness of such a propellantless primary ACS would be enhanced by the secondary ACS which employs tip-mounted, lightweight pulsed plasma thrusters (PPTs). The microPPT-based ACS is mainly intended for attitude recovery maneuvers from off-nominal conditions. A relatively fast, 70-deg pitch reorientation within 3 hrs every half orbit during the orbit cranking phase is shown to be feasible, with the primary ACS, for possible solar observations even during the 5-yr cranking orbit phase.

Wie, Bong↗
NASA NTRS1982

Magellan Post Launch Mission Operation Report

Magellan was successfully launched by the Space Shuttle Atlantis from the Kennedy Space Center at 2:47 p.m. EDT on May 4, 1989. The Inertial Upper Stage (IUS) booster and attached Magellan Spacecraft were successfully deployed from Atlantis on Rev. 5 as planned, at 06:14 hrs Mission Elapsed Time (MET). The two IUS propulsion burns which began at 07:14 hrs MET and were completed at 07:22 hrs MET, placed the Magellan Spacecraft almost perfectly on its preplanned trajectory to Venus. The IUS was jettisoned at 07:40 hrs MET and Magellan telemetry was immediately acquired by the Deep Space Network (DSN). A spacecraft trajectory correction maneuver was performed on May 21 and the spacecraft is in the planned standard cruise configuration with all systems operating nominally. An initial attempt was made to launch Atlantis on April 28, 1989, but the launch was scrubbed at T-31 sec due to a failure of the liquid hydrogen recirculation pump on Space Shuttle Main Engine #1. The countdown had proceeded smoothly until T-20 min when the Magellan radio receiver "locked-on" the MIL 71 Unified S-Band (USB) transmission as the transmitter power was increased fro 2 kw to 10 kw in support of the orbiter launch. During the planned hold at T-9 min, the USB was confirmed as the source of the receiver "lock" and Magellan's launch readiness was reaffirmed. In addition a five-minute extension of the T-9 hold occurred when a range safety computer went off-line, creating a loss of redundancy in the range safety computer network. Following resumption of the countdown, both the orbiter and Magellan flows proceeded smoothly until the launch was scrubbed at T-31 sec.

Source record↗
NASA NTRS2005

Safety Ellipse Motion with Coarse Sun Angle Optimization

The Hubble Space Telescope Robotic Servicing and De-orbit Mission (HRSDM) was t o be performed by the unmanned Hubble Robotic Vehicle (HRV) consisting of a Deorbit Module (DM), responsible for the ultimate disposal of Hubble Space Telescope (HST) at the end of science operations, and an Ejection Module (EM), responsible for robotically servicing the HST to extend its useful operational lifetime. HRSDM consisted of eight distinct phases, including: launch, pursuit, proximity operations, capture, servicing, EM jettison and disposal, science operations, and deorbit. The scope of this paper is limited to the Proximity Operations phase of HRSDM. It introduces a relative motion strategy useful for Autonomous Rendezvous and Docking (AR&D) or Formation Flying missions where safe circumnavigation trajectories, or close proximity operations (tens or hundreds of meters) are required for extended periods of time. Parameters and algorithms used to model the relative motion of HRV with respect to HST during the Proximity Operations phase of the HRSDM are described. Specifically, the Safety Ellipse (SE) concept, convenient parameters for describing SE motion, and a concept for initializing SE motion around a target vehicle to coarsely optimize sun and relative navigation sensor angles are presented. The effects of solar incidence angle variations on sun angle optimization, and the effects of orbital perturbations and navigation uncertainty on long term SE motion are discussed.

Naasz, Bo↗
NASA NTRS1997

(abstract) Final Galileo Propulsion System In-Flight Characterization (Extended Abstract)

The Galileo Retropropulsion Module (RPM) has performed excellently during nearly seven years of Galileo mission operations. The RPM was provided by the Federal Republic of Germany to NASA to provide directed impulse to the Galileo spacecraft during all phases of the Galileo mission following Inertial Upper Stage (IUS) jettison. This paper documents the in-flight performance of the Galileo propulsion system since July 1993.

Galileo Galileo Retropropulsion Module propellants↗
NASA NTRS2004

Genesis failure investigation report : JPL Failure Review Board, Avionics Sub-Team

On January 7, 2001, the Genesis spacecraft lifted off from Cape Canaveral. Its mission was to collect solar wind samples and return those samples to Earth for detailed analysis by scientists. The mission proceeded successfully for three-and-a-half years. On September 8, 2004, the spacecraft approached Earth, pointed the Sample Return Capsule (SRC) at its entry target, and then fired pyros that jettisoned the SRC. The SRC carried the valuable samples collected over the prior 29 months. The SRC also contained the requisite hardware (mechanisms, parachutes, and electronics) to manage the process of entry, descent, and landing (EDL). After entering Earthas atmosphere, the SRC was expected to open a drogue parachute. This should have been followed by a pyro event to release the drogue chute, and then by a pyro event to deploy the main parachute at an approximate elevation of 6.7 kilometers. As the SRC descended to the Utah landing site, helicopters were in position to capture the SRC before the capsule touched down. On September 8, 2004, observers of the SRCas triumphant return became concerned as the NASA announcer fell silent, and then became even more alarmed as they watched the spacecraft tumble as it streaked across the sky. Long-distance cameras clearly showed that the drogue parachute had not deployed properly. On September 9, 2004, General Eugene Tattini, Deputy Director of the Jet Propulsion Laboratory formed a Failure Review Board (FRB). This board was charged with investigating the cause of the Genesis mishap in close concert with the NASA Mishap Investigation Board (MIB). The JPL-FRB was populated with experts from within and external to the Jet Propulsion Laboratory. The JPL-FRB participated with the NASA-MIB through all phases of the investigation, working jointly and concurrently as one team to discover the facts of the mishap.

solar wind↗
NASA NTRS2007

Mars Science Laboratory: Entry, Descent, and Landing System Performance

In 2010, the Mars Science Laboratory (MSL) mission will pioneer the next generation of robotic Entry, Descent, and Landing (EDL) systems, by delivering the largest and most capable rover to date to the surface of Mars. To do so, MSL will fly a guided lifting entry at a lift-to-drag ratio in excess of that ever flown at Mars, deploy the largest parachute ever at Mars, and perform a novel Sky Crane maneuver. Through improved altitude capability, increased latitude coverage, and more accurate payload delivery, MSL is allowing the science community to consider the exploration of previously inaccessible regions of the planet. The MSL EDL system is a new EDL architecture based on Viking heritage technologies and designed to meet the challenges of landing increasing massive payloads on Mars. In accordance with level-1 requirements, the MSL EDL system is being designed to land an 850 kg rover to altitudes as high as 1 km above the Mars Orbiter Laser Altimeter defined areoid within 10 km of the desired landing site. Accordingly, MSL will enter the largest entry mass, fly the largest 70 degree sphere-cone aeroshell, generate the largest hypersonic lift-to-drag ratio, and deploy the largest Disk-Gap-Band supersonic parachute of any previous mission to Mars. Major EDL events include a hypersonic guided entry, supersonic parachute deploy and inflation, subsonic heatshield jettison, terminal descent sensor acquisition, powered descent initiation, sky crane terminal descent, rover touchdown detection, and descent stage flyaway. Key performance metrics, derived from level-1 requirements and tracked by the EDL design team to indicate performance capability and timeline margins, include altitude and range at parachute deploy, time on radar, and propellant use. The MSL EDL system, which will continue to develop over the next three years, will enable a notable extension in the advancement of Mars surface science by delivering more science capability than ever before to the surface of Mars. This paper describes the current MSL EDL system performance as predicted by end-to-end EDL simulations, highlights the sensitivity of this baseline performance to several key environmental assumptions, and discusses some of the challenges faced in delivering such an unprecedented rover payload to the surface of Mars.

Way, David W.↗
NASA NTRS2006

A Match Made in Space

Just before the space shuttle reaches orbit, its three main engines shut down so that it can achieve separation from the massive external tank that provided the fuel required for liftoff and ascent. In jettisoning the external tank, which is completely devoid of fuel at this point in the flight, the space shuttle fires a series of thrusters, separate from its main engines, that gives the orbiter the maneuvering ability necessary to safely steer clear of the descending tank and maintain its intended flight path. These thrusters make up the space shuttle s Reaction Control System. While the space shuttle s main engines only provide thrust in one direction (albeit a very powerful thrust), the Reaction Control System engines allow the vehicle to maneuver in any desired direction (via small amounts of thrust). The resulting rotational maneuvers are known as pitch, roll, and yaw, and are very important in ensuring that the shuttle docks properly when it arrives at the International Space Station and safely reenters the Earth s atmosphere upon leaving. To prevent the highly complex Reaction Control System from malfunctioning during space shuttle flights, and to provide a diagnosis if such a mishap were to occur, NASA turned to a method of artificial intelligence that truly defied the traditional laws of computer science.

Source record↗
NASA NTRS2007

Crew Exploration Vehicle Service Module Ascent Abort Coverage

The Crew Exploration Vehicle (CEV) is required to maintain continuous abort capability from lift off through destination arrival. This requirement is driven by the desire to provide the capability to safely return the crew to Earth after failure scenarios during the various phases of the mission. This paper addresses abort trajectory design considerations, concept of operations and guidance algorithm prototypes for the portion of the ascent trajectory following nominal jettison of the Launch Abort System (LAS) until safe orbit insertion. Factors such as abort system performance, crew load limits, natural environments, crew recovery, and vehicle element disposal were investigated to determine how to achieve continuous vehicle abort capability.

Tedesco, Mark B.↗
NASA NTRS2007

Orbital Debris: A Policy Perspective

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

Johnson, Nicholas L.↗
NASA NTRS1963

Apollo-Lunar Orbital Rendezvous Technique

The film shows artists rendition of the spacecrafts, boosters, and flight of the Apollo lunar missions. The Apollo spacecraft will consist of three modules: the manned Command Module; the Service Module, which contains propulsion systems; and the Lunar Excursion Module (LEM) to carry astronauts to the moon and back to the Command and Service Modules. The spacecraft will be launched via a three-stage Saturn booster. The first stage will provide 7.5 million pounds of thrust from five F-1 engines for liftoff and initial powered flight. The second stage will develop 1 million pounds of thrust from five J-2 engines to boost the spacecraft almost into Earth orbit. Immediately after ignition of the second stage, the Launch Escape System will be jettisoned. A single J-2 engine in the S4B stage will provide 200,000 pounds of thrust to place the spacecraft in an earth parking orbit. It also will be used to propel the spacecraft into a translunar trajectory, then it will separate from the Apollo Modules. Onboard propulsion systems will be used to insert the spacecraft into lunar orbit. Two astronauts will enter the LEM, which will separate from the command and service modules. The LEM will go into elliptical orbit and prepare for landing. The LEM will lift off of the Moon's surface to return to the Command and Service Modules, and most likely be left in lunar orbit. After leaving the Moon's orbit, and shortly before entering Earth's orbit, the Service Module will be ejected. The Command Module will be oriented for reentry into the Earth's atmosphere. A drogue parachute will deploy at approximately 50,000 feet, followed by the main parachute system for touchdown.

Source record↗
NASA NTRS2008

Learning About Ares I from Monte Carlo Simulation

This paper addresses Monte Carlo simulation analyses that are being conducted to understand the behavior of the Ares I launch vehicle, and to assist with its design. After describing the simulation and modeling of Ares I, the paper addresses the process used to determine what simulations are necessary, and the parameters that are varied in order to understand how the Ares I vehicle will behave in flight. Outputs of these simulations furnish a significant group of design customers with data needed for the development of Ares I and of the Orion spacecraft that will ride atop Ares I. After listing the customers, examples of many of the outputs are described. Products discussed in this paper include those that support structural loads analysis, aerothermal analysis, flight control design, failure/abort analysis, determination of flight performance reserve, examination of orbit insertion accuracy, determination of the Upper Stage impact footprint, analysis of stage separation, analysis of launch probability, analysis of first stage recovery, thrust vector control and reaction control system design, liftoff drift analysis, communications analysis, umbilical release, acoustics, and design of jettison systems.

Hanson, John M.↗