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All sourcesNASA NTRSDOE OSTI
NASA NTRS2021

Operational Modal Analysis of the Space Launch System Mobile Launcher on the Crawler Transporter ISVV-010 Rollout

NASA is developing an expendable heavy lift launch vehicle capability, the Space Launch System, to support lunar and deep space exploration. To support this capability, an updated ground infrastructure is required including modifying an existing Mobile Launcher system. The Mobile Launcher is a very large heavy beam/truss steel structure designed to support the Space Launch System during its buildup and integration in the Vehicle Assembly Building, transportation between the Vehicle Assembly Building and launch pad 39B by the Crawler Transporter, and provides the launch platform at the launch pad. As part of the Verification and Validation of the Mobile Launcher and Crawler Transporter, two rollouts of the Mobile Launcher transported by the Crawler Transporter, Integrated System Verification and Validation (ISVV) 005 and 010, have been performed to demonstrate the Crawler Transporter’s ability to transport the Mobile Launcher. ISVV-005 occurred in September 2018 and ISVV-010 occurred in late June 2019. ISVV-005 and ISVV-010 also provided the opportunity to gather data that can be used identify the Mobile Launcher on the Crawler Transporter rollout modal characteristics and refine the estimates of the Artemis I integrated launch vehicle rollout forcing functions. While the rollout environment has historically produced relatively small launch vehicle structural loads for the Saturn/Apollo and Space Shuttle programs in comparison to launch and ascent loads, these relatively small structural loads are inputs to structural fatigue analyses. The same holds true for the Space Launch System. Because the rollout forces acting on the Mobile Launcher and the Crawler Transporter are not directly measurable, Operational Modal Analysis techniques, instead of traditional Experimental Modal Analysis techniques, provide an empirical means to identify the Mobile Launcher on the Crawler Transporter rollout modal characteristics. The ISVV-010 rollout modal characteristics provide important supplemental modal information, which along with the Mobile Launcher modal test that was performed in June 2019 immediately prior to ISVV-010 rollout, combine to reduce uncertainty in the test correlated Mobile Launcher on the Crawler Transporter finite element model. A well test correlated finite element model will play a key role in the Building Block approach the Space Launch System program has implemented as part of its certification process for the Artemis I flight and in refining the Artemis I rollout forcing functions. At the time of the ISVV-005 rollout in September 2018, the Mobile Launcher was still undergoing construction, and therefore its modal characteristics are not directly comparable to those of the Mobile Launcher during the June 2019 Mobile Launcher modal test and subsequent ISVV-010 rollout. Hence the ISVV-005 rollout modal characteristics will not be looked at in this paper. This paper will briefly describe the Mobile Launcher and Crawler Transporter physical characteristics, ISVV-010 rollout data collection, the challenges in implementing Operational Modal Analysis techniques due in part to the Crawler Transporter harmonics, and how these challenges were overcome to obtain the ISVV-010 Mobile Launcher on the Crawler Transporter rollout modal characteristics.

Apollo↗
NASA NTRSDate not supplied

In-Space Transportation Sensitivity to Roundtrip Mission Duration and Mars Vicinity Stay Time

The National Aeronautics and Space Administration’s Exploration Systems Development Mission Directorate has been developing architecture concepts for human missions to Mars in alignment with the agency’s Moon-to-Mars Strategy & Objectives. One of the key components of a human Mars mission is the in-space transportation system that delivers crew and cargo to Mars vicinity and returns the crew safely back to Earth. The Mars Architecture Team within ESDMD’s Strategy and Architecture Office has been evaluating multiple in-space transportation options to satisfy this functional need. The first step of this evaluation is to understand key architectural drivers for in-space transportation systems. Lunar and Mars missions have unique challenges, and systems designed for one may not be directly applicable to the other as they have different energy and mission needs. In addition, the time and distance for a Mars mission will be drastically different from the historical and current programs, requiring a new paradigm for mission architects. This paper investigates the impact of mission duration on a variety of different transportation options. As mission duration decreases, the total energy required to perform a roundtrip Mars mission increases exponentially, significantly increasing the required Earth departure mass. Sensitivity analyses of various in-space transportation system concepts were shown in this paper to begin mapping out the in-space transportation trade space. Each of the transportation systems has its own strengths and weaknesses, especially in the context of the continuous mission duration and vicinity stay time trade space. Although mission duration and Mars vicinity stay time may be key architecture drivers from an in-space transportation perspective, the decision of acceptable mission duration cannot be made solely from this perspective. Mission duration also has tangible impacts to crew health and performance, as well as system reliability and other key architecture considerations. The integrated nature of the architecture decision road map will be the primary focus of the Mars Architecture Team in the coming analysis cycle. This in-space transportation analysis will serve as the first guidepost of this critical activity that will guide the Moon-to-Mars Architecture into the humans to Mars segment.

Mars↗
NASA NTRSDate not supplied

In-Space Transportation Sensitivity to Roundtrip Mission Duration and Mars Vicinity Stay Time

The National Aeronautics and Space Administration’s Exploration Systems Development Mission Directorate has been developing architecture concepts for human missions to Mars in alignment with the agency’s Moon-to-Mars Strategy & Objectives. One of the key components of a human Mars mission is the in-space transportation system that delivers crew and cargo to Mars vicinity and returns the crew safely back to Earth. The Mars Architecture Team within ESDMD’s Strategy and Architecture Office has been evaluating multiple in-space transportation options to satisfy this functional need. The first step of this evaluation is to understand key architectural drivers for in-space transportation systems. Lunar and Mars missions have unique challenges, and systems designed for one may not be directly applicable to the other as they have different energy and mission needs. In addition, the time and distance for a Mars mission will be drastically different from the historical and current programs, requiring a new paradigm for mission architects. This paper investigates the impact of mission duration on a variety of different transportation options. As mission duration decreases, the total energy required to perform a roundtrip Mars mission increases exponentially, significantly increasing the required Earth departure mass. Sensitivity analyses of various in-space transportation system concepts were shown in this paper to begin mapping out the in-space transportation trade space. Each of the transportation systems has its own strengths and weaknesses, especially in the context of the continuous mission duration and vicinity stay time trade space. Although mission duration and Mars vicinity stay time may be key architecture drivers from an in-space transportation perspective, the decision of acceptable mission duration cannot be made solely from this perspective. Mission duration also has tangible impacts to crew health and performance, as well as system reliability and other key architecture considerations. The integrated nature of the architecture decision road map will be the primary focus of the Mars Architecture Team in the coming analysis cycle. This in-space transportation analysis will serve as the first guidepost of this critical activity that will guide the Moon-to-Mars Architecture into the humans to Mars segment.

Mars↗
NASA NTRS1993

Human engineering analysis for the high speed civil transport flight deck

The Boeing Company is investigating the feasibility of building a second generation supersonic transport. If current studies support its viability, this airplane, known as the High Speed Civil Transport (HSCT), could be launched early in the next century. The HSCT will cruise at Mach 2.4, be over 300 feet long, have an initial range of between 5000 and 6000 NM, and carry approximately 300 passengers. We are presently involved in developing an advanced flight deck for the HSCT. As part of this effort we are undertaking a human engineering analysis that involves a top-down, mission driven approach that will allow a systematic determination of flight deck functional and information requirements. The present paper describes this work.

Regal, David M.↗
NASA NTRS1971

Integrated operations/payloads/fleet analysis. Volume 5: Mission, capture and operations analysis

The current baseline mission model consists of the DOD Option B prepared for space transportation system mission analysis and a NASA model prepared for the integrated operations /payloads/ fleet analysis. Changes from the previous mission model are discussed, and additional benefits of the reusable space shuttle system are identified. The methodology and assumptions used in the capture analysis are described, and satellite and launch vehicle traffic models for the current and low cost expendable launch vehicle systems and the reusable space shuttle system are presented. The areas of fleet sizing, limitations and abort modes, system ground support requirements, and ground support systems assessment are covered. Current and extended launch azimuth limitations used for both ETR and WTR are presented for the current and low cost expendable vehicles and also the reusable space shuttle system. The results of a survey of launch support capability for the launch vehicle fleets are reported.

Source record↗
NASA NTRS1973

Preliminary study of an integral fan lift/cruise engine for a 100 passenger VTOL transport

A simplified mission analysis was performed to determine an optimum engine cycle for a 100-passenger VTOL transport with a range of 500 statute miles. The aircraft had a total of eight integral fan lift engines, three of which serve as cruise engines. Fan pressure ratio was varied from 1.2 to 1.3, overall pressure ratio from 7 to 13, and turbine inlet temperature from 2460 to 2860 R. Bypass ratio was selected to meet a 500-foot altitude flyover noise goal of 95 PNdB. Airplane gross weight and direct operating cost (DOC) were calculated. The lowest DOC of 1.82 cents per seat-mile was achieved with a fan pressure ratio of 1.3, overall pressure ratio of 12, and turbine inlet temperature of 2860 R.

Civinskas, K. C.↗
NASA NTRS1978

A spectral analysis of thunderstorm turbulence and jet transport landing performance

A description is presented of a study which examines not only wind shear, but considers the velocity spectrum of the wind, as it may affect the flight of an aircraft. A model reported by McCarthy and Blick (1976) and by Blick et al. (1978) is considered. The model simulated the approach performance of a Boeing 727-type aircraft, as affected by the time series winds measured along the aircraft's longitudinal axis. Attention is given to the model and its implications, wind shear simulations, and the use of the model in the study of a crash on June 24, 1975.

Mccarthy, J.↗
NASA NTRS1993

Analysis of a high speed civil transport configuration at subsonic flow conditions using a Navier-Stokes solver

Computations of three dimensional vortical flows over a generic High Speed Civil Transport (HSCT) configuration with an aspect ratio of 3.04 are performed using a thin-layer Navier-Stokes solver. The HSCT cruise configuration is modeled without leading or trailing edge flap deflections and without engine nacelles. The flow conditions, which correspond to tests done in the NASA Langley 8-Foot Transonic Pressure Tunnel (TPT), are a subsonic Mach number of 0.3 and Reynolds number of 4.4 million for a range-of-attack (-.23 deg to 17.78 deg). The effects of the farfield boundary location with respect to the body are investigated. The boundary layer is assumed turbulent and simulated using an algebraic turbulence model. The key features of the vortices and their interactions are captured. Grid distribution in the vortex regions is critical for predicting the correct induced lift. Computed forces and surface pressures compare reasonably well with the experimental TPT data.

Lessard, Victor R.↗
NASA NTRS1992

Analysis of the ionosphere-plasmasphere transport of superthermal electrons. I - Transport in the plasmasphere

Analytical solutions are developed for the kinetic equation which describes the transport of superthermal electrons in the terrestrial plasmasphere, together with a relationship which makes it possible to calculate the transparency of the plasmasphere to these electrons. In addition, analytic expressions are presented for the heating rate of the thermal plasma due to the passage of these superthermal electrons through the plasmasphere.

Khazanov, George V.↗
NASA NTRS1994

Phase-space analysis of charged and optical beam transport: Wigner rotation angle

The possibility of using the phase space formalism to establish a correspondence between the dynamical behavior of squeezed states and optical or charged beams, propagating through linear systems, has received a great deal of attention during the last years. In this connection, it has been indicated how optical experiments may be conceived to measure the Wigner rotation angle. In this paper we address the topic within the context of the paraxial propagation of optical or charged beams and suggest a possible experiment for measuring the Wigner angle using an electron beam passing through quadrupoles and drift sections. The analogous optical system is also discussed.

Dattoli, G.↗
NASA NTRS1995

Design, analysis, and control of a large transport aircraft utilizing selective engine thrust as a backup system for the primary flight control

A study has been conducted to determine the capability to control a very large transport airplane with engine thrust. This study consisted of the design of an 800-passenger airplane with a range of 5000 nautical miles design and evaluation of a flight control system, and design and piloted simulation evaluation of a thrust-only backup flight control system. Location of the four wing-mounted engines was varied to optimize the propulsive control capability, and the time constant of the engine response was studied. The goal was to provide level 1 flying qualities. The engine location and engine time constant did not have a large effect on the control capability. The airplane design did meet level 1 flying qualities based on frequencies, damping ratios, and time constants in the longitudinal and lateral-directional modes. Project pilots consistently rated the flying qualities as either level 1 or level 2 based on Cooper-Harper ratings. However, because of the limited control forces and moments, the airplane design fell short of meeting the time required to achieve a 30 deg bank and the time required to respond a control input.

Gerren, Donna S.↗
NASA NTRS1996

Analysis of Residual Acceleration Effects on Transport and Segregation During Directional Solidification of Tin-Bismuth in the MEPHISTO Furnace Facility

The objective of this work is to approach the problem of determining the transport conditions (and effects of residual acceleration) during the plane-front directional solidification of a tin-bismuth alloy under low gravity conditions. The work involves using a combination of 2- and 3-D numerical models, scaling analyses, ID models and the results of ground-based and low-gravity experiments. The latter are to be conducted during the MEPHISTO experiment scheduled for USMP-3 in early 1996. The models will be used to predict the response of the transport conditions and consequent solute segregation in directionally solidifying tin-bismuth melt. Real-time Seebeck voltage variations across a Sn-Bi melt during directional solidification in MEPHISTO on USMP-1 show a distinct variation which can be correlated with thruster firings. The Seebeck voltage measurement is related to the response of the instantaneous average melt composition at the melt-solid interface. This allows a direct comparison of numerical simulations with the Seebeck signals obtained on USMP-1. The effects of such accelerations on composition for a directionally solidifying Sn-Bi alloy have been simulated numerically. USMP-1 acceleration data was used to assist in our choice of acceleration magnitude and orientation. The results show good agreement with experimental observations. The USMP-3 experiments took place earlier this year (February 22 through March 6). There were several differences between the USMP-3 experiments as compared to USMP-1. Firstly a more concentrated alloy was solidified and, secondly, Primary Reaction Control System thruster burns were requested at particular times during four separate growth runs. This allowed us to monitor the response Seebeck response under well-characterized growth conditions. In addition, we carried out simulations during the experiment in order to interpret the Seebeck signal. Preliminary results are described here.

Alexander J. Iwan D.↗
NASA NTRS1996

Analysis of Residual Acceleration Effects on Transport and Segregation During Directional Solidification of Tin-Bismuth in the MEPHISTO Furnace Facility

The object of this work, started in March of 1995, is to approach the problem of determining the transport conditions (and effects of residual acceleration) during the plane-front directional solidification of a tin-bismuth alloy under low gravity conditions. The work involves using a combination of 2- and 3-D numerical models, scaling analyses, 1-D models and the results of ground-based and low-gravity experiments. The experiments conducted in the MEPHISTO furnace facility during the USMP-3 spaceflight which took place earlier this year (22 Feb. - 6 Mar. 1996). This experiment represents an unprecedented opportunity to make a quantitative correlation between residual accelerations and the response of an actual experimental solidification system

Alexander, J. Iwan D.↗
NASA NTRS1998

Analysis of Residual Acceleration Effects on Transport and Segregation During Directional Solidification of Tin-Bismuth in the MEPHISTO Furnace Facility

The research accomplishments summarized in this Final Report during the period from 3/95 to 3/98, which included a 12 months no-cost extension granted at the end of the nominal 2 year period of performance. The report has 5 sections, in section 1 the objectives are presented, a task description is given and the background and significance of the work is outlined. In section 2 the research accomplishments are summarized. In section 3 publications and presentations are listed. Student participation is listed in 4. The work is summarized in section 5. and references for sections 1 and 2 are supplied in section 6. The object of this work, is to approach the problem of determining the transport conditions (and effects of residual acceleration) during the plane-front directional solidification of a tin-bismuth alloy under low gravity conditions. The work involved using a combination of 2- and 3-D numerical models, scaling analyses, ID models and the results of ground-based and low-gravity experiments. The experiments conducted in the MEPHISTO furnace facility during the USW-3 space flight which took place between February 22 through March 6, 199). This experiment represents an unprecedented opportunity to make a quantitative correlation between residual accelerations and the response of an actual experimental solidification

Alexander, J. Iwan D.↗
NASA NTRS2004

Formal Modeling and Analysis of a Preliminary Small Aircraft Transportation System (SATS)Concept

New concepts for automating air traffic management functions at small non-towered airports raise serious safety issues associated with the software implementations and their underlying key algorithms. The criticality of such software systems necessitates that strong guarantees of the safety be developed for them. In this paper we present a formal method for modeling and verifying such systems using the PVS theorem proving system. The method is demonstrated on a preliminary concept of operation for the Small Aircraft Transportation System (SATS) project at NASA Langley.

Carrreno, Victor A.↗
NASA NTRS1993

Three Dimensional Aerodynamic Analysis of a High-Lift Transport Configuration

Two computational methods, a surface panel method and an Euler method employing unstructured grid methodology, were used to analyze a subsonic transport aircraft in cruise and high-lift conditions. The computational results were compared with two separate sets of flight data obtained for the cruise and high-lift configurations. For the cruise configuration, the surface pressures obtained by the panel method and the Euler method agreed fairly well with results from flight test. However, for the high-lift configuration considerable differences were observed when the computational surface pressures were compared with the results from high-lift flight test. On the lower surface of all the elements with the exception of the slat, both the panel and Euler methods predicted pressures which were in good agreement with flight data. On the upper surface of all the elements the panel method predicted slightly higher suction compared to the Euler method. On the upper surface of the slat, pressure coefficients obtained by both the Euler and panel methods did not agree with the results of the flight tests. A sensitivity study of the upward deflection of the slat from the 40 deg. flap setting suggested that the differences in the slat deflection between the computational model and the flight configuration could be one of the sources of this discrepancy. The computation time for the implicit version of the Euler code was about 1/3 the time taken by the explicit version though the implicit code required 3 times the memory taken by the explicit version.

Dodbele, Simha S.↗