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Pin modification allows pyrotechnic release devices to operate more smoothly. New clevis pin has stepped diameters to prevent bending as it exits yoke. In contrast, conventional unstepped clevis pin bends and jams as it is withdrawn. Stepped pin design suitable for explosive and possible hammer driven pin sullers.
Costs and complexity of parachute system greatly reduced. Rigidtowline parachute system operates in three steps: (1) When aircraft begins to spin, parachute compartment opened up, and parachute unfolds; (2) Parachute deployed and spin terminated; and (3) Parachute released. Advantage of towline system allows use of much smaller parachute, reducing design loads on structural reinforcement. Also, complex pyrotechnic-deployment or jettison systems no longer necessary.
In the past, distorted pyrotechnic shock time history data was discarded completely or cleaned up by questionable means. Too often the clean up procedures introduced as much error into the data as previously existed. Techniques are presented for data recovery so that true signals are obtained and so that these recovery procedures will be completely reproducible by any scientists in any lab. Most ordnance shock data is distorted by baseline shifts or accelerometer resonances. The methodology of recovering true signals from these two types of distortion is discussed.
Some of the methods used for acquisition and digitization of high-frequency transients in the analysis of pyrotechnic events, such as explosive bolts for spacecraft separation, are discussed with respect to the reduction of errors in the computed shock response spectrum. Equations are given for maximum error as a function of the sampling rate, phase distortion, and slew rate, and the effects of the characteristics of the filter used are analyzed. A filter is noted to exhibit good passband amplitude, phase response, and response to a step function is a compromise between the flat passband of the elliptic filter and the phase response of the Bessel filter; it is suggested that it be used with a sampling rate of 10f (5 percent).
The operation of a radio beacon position locator during and after the remotely controlled transport aircraft is discussed. The radio beacon transmission was actuated and was picked up by the Navy P-3A chase aircraft for a short time, after which reception was lost. The pilot reported that he received a signal on both 121.5 MHz and 243 MHz for a period of approximately 5 seconds. Five minutes after the crash a portable direction finding unit located on the roof of the NASA Dryden Flight Research Facility, 4 miles distant from the crash, was unable to pick up the beacon transmission. The fire crews started fighting the fires approximately 90 seconds after the time of impact. Navy personnel access to the crash site was allowed on the morning of December 2, 1984. Radio beacon locator was found resting top side up, 15 feet forward and 13 feet perpendicular from the tray location the starboard side of the aircraft. An immediate inspection indicated the airfoil suffered moderate fire damage with paint peeling but not intumescing. The visual marker strobe lamp housings were intact but extensively burned such that it was impossible to see if the lamps had survived. The airfoil suffered minor structural damage, with assorted dents, etc. The extended plunger on the ARU-21 release unit indicated that the pyrotechnic deployment system operated. The radio beacon base (tray) suffered some heat and fire damage, and was charred and blackened by smoke. The frangible switch in the nose survived and the switch in the belly was recovered and found to have actuated. It is assumed that this switch fired the ARU-21 squib. There were no other release switches installed in the normally open system in the aircraft.
NASA's Comet Rendezvous Asteroid Flyby (CRAF) mission to P/Tempel 2 is described with attention given to CRAF spacecraft design. Infrared/visible spectrometers, dust counters, magnetometers, and plasma-wave analyzers are an integral part of the CRAF payload. CRAF's subsystems consist of the following: (1) a structure subsystem, (2) a temperature control subsystem, (3) a propulsion module subsystem, (4) an attitude control subsystem, (5) a command and data subsystem, (6) a radio frequency subsystem, and (7) a power and pyrotechnics subsystem. It is concluded that the CRAF mission will enable the first detailed study of the cometary nucleus.
The invention relates to a four-terminal electrical connector device for testing and measuring unknown resistances of initiators used for starting pyrotechnic events aboard the space shuttle. The testing device minimizes contact resistance degradation effects and so improves the reliability of resistance measurements taken with the device. Separate and independent voltage sensing and current supply circuits each include a pair of socket contacts for mating engagement with the pins of the initiator. The unknown resistance that is measured by the device is the resistance of the bridgewire of the initiator which is required to be between 0.95 and 1.15 ohms.
A design is presented for a pneumatic ejection system capable of ejecting a spin stabilized satellite from the cargo bay of space vehicles. This system was orginally designed for use on the Spacelab 6 shuttle mission, but is now being considered for use with expendable rockets for launching satellites. The ejection system was designed to launch a 150 lb satellite at an initial ejection velocity of 32 ft/sec with a spin rate of 30 rev/min. The ejection system consists of a pneumatic cylinder, satellite retaining mechanism, and bearing assembly to allow the satellite to rotate during the spin up phase. As the cylinder is pressurized rapidly causing movement of the actuation piston, the mechanism automatically releases the spinning satellite by retracting a pneumatic locking pin and three spring loaded holddown pins. When the piston reaches the end of its stroke, it encounters a crushable aluminum honeycomb shock absorber which decelerates the piston and retaining mechanism. The assembly is designed for multiple uses except for the crushable shock absorber and pyrotechnic valves. The advantage of the design is discussed and patent no. and date given.
NASA's Galileo mission to Jupiter will consist of a Jovian orbiter and an atmospheric entry probe. The power for the probe will be derived from two primary power sources. The main source is composed of three Li-SO2 battery modules containing 13 D-size cell strings per module. These are required to retain capacity for 7.5 years, support a 150 day clock, and a 7 hour mission sequence of increasing loads from 0.15 to 9.5 amperes for the last 30 minutes. This main power source is supplemented by two thermal batteries (CaCrO4-Ca) for use in firing the pyrotechnic initiators during the atmospheric staging events. This paper describes design development and testing of these batteries at the system level.
Project Galileo, the United States' next planetary mission, will be launched by the Shuttle/Centaur in May 1986. The Galileo spacecraft consists of both a planetary Orbiter and an atmospheric Probe. The spacecraft was environmentally tested as a system in the fall and winter of 1984/1985 at the Jet Propulsion Laboratory. The protoflight qualification program consisted of vibration, acoustics, pyrotechnic shock, Electromagnetic Compatibility (EMC) and Solar Thermal Vacuum (STV) tests. This test program was accomplished on a large, complex, dual-spin spacecraft without the benefit of precursor spacecraft prototype tests. This paper discusses the objectives of these tests and the implementation, and summarizes the results.
The results of verification testing under NASA Contract NAS9-17249 are summarized in this Final Report. An Appendix is published separately. The report contains a brief discussion of design elements, test results, and a discussion of the latter. The contract was awarded for development and demonstration of design modifications to the NASA Standard Initiator-1 (NSI-1), resulting in the development of NSI-2. The intent of the project was to develop and prove the following design features: (1) Protection from premature initiation due to electrostatic potential by means other than a spark gap; (2) Development of an integral insulated charge cup for use with a zirconium/potassium perchlorate type mixture; (3) Improved cost and reliability figures by the use of a deposited ridge; and (4) Elimination of dudding as a result of the pyrotechnic shock effect, the movement of the primer composition away from the bridge circuit.
This is the Appendix to the Final Report on the results of verification testing on NASA Contract NAS9-17249. The test results are presented graphically in the Appendix. The Final Report is a brief discussion of design elements, test results, and a discussion of the latter. The contract was awarded for development and demonstration of design modifications to the NASA Standard Initiator-1 (NSI-1), resulting in the development of NSI-2. The intent of the project was to develop and prove the following design features: (1) Protection from premature detonation due to electrostatic potential by means other than a spark gap; (2) Development of an integral insulated charge cup for use with a zirconium/potassium perchlorate type mixture; (3) Improved cost and reliability figures by the use of a deposited bridge; and (4) Elimination of dudding as a result of the pyrotechnic shock effect, the movement of the primer composition away from the bridge circuit.
The objective of this work was to study the reasons for the failure of pyrotechnic initiators at very low temperatures (10 to 100 K). A two-dimensional model of the NASA standard initiator was constructed to model heat transfer from the electrically heated stainless steel bridgewire to the zirconium potassium perchlorate explosive charge and the alumina charge cup. Temperature dependent properties were used in the model to simulate initiator performance over a wide range of initial temperatures (10 to 500 K). A search of the thermophysical property data base showed that pure alumina has a very high thermal conductivity at low temperatures. It had been assumed to act as a thermal insulator in all previous analyses. Rapid heat transfer from the bridgewire to the alumina at low initial temperatures was shown to cause failure of the initiators if the wire did not also make good contact with the zirconium potassium perchlorate charge. The mode is able to reproduce the results of the tests that had been conducted to investigate the cause for failure. It also provides an explanation for previously puzzling results and suggests simple design changes that will increase reliability at very low initial temperatures.
Remotely-operated, compact quick-release mechanism still functions in event that one or even two attempts to actuate it fail. Contains three independent pyrotechnic devices. Firing of any one of devices sufficient to actuate mechanism. Three pins hold toggle at its base. Retraction of any one of pins allows toggle head to rotate in spherical bearing to free itself from remaining pin or pins. Besides allowing rotation after retraction, bearing also aligns toggle during assembly.
Pyrotechnic emergency-separation system includes shaped explosive charges that sever pair of hinges. System ensures reliable opening of escape hatch. Two pairs of cutters provided for each hinge so if one pair of cutters fails, other completes job. Pressure of explosions vented to prevent charge holders from fragmenting and forming sharp edges around open hatch. Exit slide deployed without tearing. Before detonation L-shaped retainers bear on hinge. After denonation, retainers fold outward to facilitate egress of severed hinges.
A smoke generator system was developed for in-flight vortex flow studies on the F-18 high alpha research vehicle (HARV). The development process included conceptual design, a survey of existing systems, component testing, detailed design, fabrication, and functional flight testing. Housed in the forebody of the aircraft, the final system consists of multiple pyrotechnic smoke cartridges which can be fired simultaneously or in sequence. The smoke produced is ducted to desired locations on the aircraft surface. The smoke generator system (SGS) has been used successfully to identify vortex core and core breakdown locations as functions of flight condition. Although developed for a specific vehicle, this concept may be useful for other aerodynamic flight research which requires the visualization of local flows.
Reusable mechanical pin puller relatively simple spring-loaded trigger mechanism. Designed to save money and increase safety as substitute for costly and potentially dangerous pyrotechnic pin pullers used in development and testing of deployment mechanisms.
An electrostatically suspended proof mass in the Miniature Electrostatic Accelerometer (MESA) is used to measure acceleration in the submicro-g range. Since no fixed mechanical suspension (such as springs or strings) is used, the constrainment scaling can be changed electrically after being placed in orbit. A single proof mass can sense accelerations in three axes simultaneously. It can survive high-g pyrotechnic-generated shocks and launch environments while unpowered.