Shuttle orbiter ferry test flights begin
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Garrett, D.↗
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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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Design of an interim space rescue ferry vehicle
This paper proposes a stop-gap nonoptimum vehicle for transferring astronauts from a tumbling stranded spacecraft to a nearby rescue spacecraft. The design is limited to the use of available or 'soon-to-be' available flight-qualified hardware and consists of three major components: the manned maneuvering unit, the personnel rescue enclosure, and the apogee kick motor capture device. The apogee kick motor capture device is modified to serve as the connection between the manned maneuvering unit and the personnel rescue enclosure. The performance of this interim rescue vehicle is analyzed with NASA flight simulation software to test the feasibility of the design. Results show that the control system of the manned maneuvering unit adequately limits uncommanded rotations during all simulated maneuvers in the primary control mode but not during transverse translations in the backup control mode. Impingement of thruster plumes on the personnel rescue enclosure is shown to be of some importance in certain maneuvers. The satellite stabilization mode of the control system is found to have significant rotational-to-translational coupling that has associated adverse effects on flying qualities, making the mode undesirable for the rescue mission.
Halsell, James D., Jr.↗
A Study of the Positions and Velocities of a Space Station and a Ferry Vehicle During Rendezvous and Return
A study is made of the families of non-thrusting ascent trajectories during rendezvous with an orbiting space station and the descent trajectories to the earth's atmosphere. Equations of motion are derived and results are shown for two typical orbits of the station (one circular and one elliptic orbit}. Boundaries of launch (at time of booster burnout) and rendezvous conditions are given and the effects of delays in launch time are discussed.
Eggleston, John M.↗
Case Study: Seattle Waterfront Networked Microgrid Evaluation - Case Study for Port Electrification Handbook
Many ports and waterfronts are evaluating alternative electrification efforts, including electrification of passenger and vehicle ferries. In Seattle, the Washington State Department of Transportation, in conjunction with Seattle City Light (the local utility) and the Port of Seattle, are working to deploy a hybrid electric ferry and provide charging at Seattle’s Colman dock. As part of this ferry electrification effort, Seattle City Light is considering including a large battery energy storage system (BESS) to help “buffer” the ferry charging. The “buffer” provides energy arbitrage and spreads out the large amount of power needed to recharge the ferry to times when the ferry is out of the dock – rather than one very large peak for 15 minutes, the battery storage allows it to be a smaller power value over a longer duration. This initial BESS concept served as the jumping off point to explore an expanded microgrid concept via a notional test system that incorporates additional distributed energy resources (DER) and infrastructure upgrades to the local distribution infrastructure at the Seattle Waterfront and neighboring Port of Seattle properties. This case study examined the potential for secondary use of the BESS within a networked microgrid during the scenario of a large-scale power outage, such as a natural disaster.
24 POWER TRANSMISSION AND DISTRIBUTION↗
Montmorillonite, oligonucleotides, RNA and origin of life
Na-montmorillonite prepared from Volclay by the titration method facilitates the self-condensation of ImpA, the 5'-phosphorimidazolide derivative of adenosine. As was shown by AE-HPLC analysis and selective enzymatic hydrolysis of products, oligo(A)s formed in this reaction are 10 monomer units long and contain 67% 3',5'-phosphodiester bonds (Ferris and Ertem, 1992a). Under the same reaction conditions, 5'-phosphorimidazolide derivatives of cytidine, uridine and guanosine also undergo self-condensation producing oligomers containing up to 12-14 monomer units for oligo(C)s to 6 monomer units for oligo(G)s. In oligo(C)s and oligo(U)s, 75-80% of the monomers are linked by 2',5'-phosphodiester bonds. Hexamer and higher oligomers isolated from synthetic oligo(C)s formed by montmorillonite catalysis, which contain both 3',5'- and 2',5'-linkages, serve as catalysts for the non-enzymatic template directed synthesis of oligo(G)s from activated monomer 2-MeImpG, guanosine 5'-phospho-2-methylimidazolide (Ertem and Ferris, 1996). Pentamer and higher oligomers containing exclusively 2',5'-linkages, which were isolated from the synthetic oligo(C)s, also serve as templates and produce oligo(G)s with both 2',5'- and 3',5'-phosphodiester bonds. Kinetic studies on montmorillonite catalyzed elongation rates of oligomers using the computer program SIMFIT demonstrated that the rate constants for the formation of oligo(A)s increased in the order of 2-mer < 3-mer < 4-mer ... < 7-mer (Kawamura and Ferris, 1994). A decameric primer, dA(pdA)8pA bound to montmorillonite was elongated to contain up to 50 monomer units by daily addition of activated monomer ImpA to the reaction mixture (Ferris, Hill and Orgel, 1996). Analysis of dimer fractions formed in the montmorillonite catalyzed reaction of binary and quaternary mixtures of ImpA, ImpC, 2-MeImpG and ImpU suggested that only a limited number of oligomers could have formed on the primitive Earth rather than equal amounts of all possible isomers (Ertem and Ferris, 2000). Formation of phosphodiester bonds between mononucleotides by montmorillonite catalysis is a fascinating discovery, and a significant step forward in efforts to find out how the first RNA-like oligomers might have formed in the course of chemical evolution. However, as has been pointed out in several publications, these systems should be regarded as models rather than a literal representation of prebiotic chemistry (Orgel, 1998; Joyce and Orgel, 1999; Schwartz, 1999).
RNA/chemical synthesis↗
Analytical Evaluation of a Method of Midcourse Guidance for Rendezvous with Earth Satellites
A digital-computer simulation was made of the midcourse or ascent phase of a rendezvous between a ferry vehicle and a space station. The simulation involved a closed-loop guidance system in which both the relative position and relative velocity between ferry and station are measured (by simulated radar) and the relative-velocity corrections required to null the miss distance are computed and applied. The results are used to study the effectiveness of a particular set of guidance equations and to study the effects of errors in the launch conditions and errors in the navigation data. A number of trajectories were investigated over a variety of initial conditions for cases in which the space station was in a circular orbit and also in an elliptic orbit. Trajectories are described in terms of a rotating coordinate system fixed in the station. As a result of this study the following conclusions are drawn. Successful rendezvous can be achieved even with launch conditions which are substantially less accurate than those obtained with present-day techniques. The average total-velocity correction required during the midcourse phase is directly proportional to the radar accuracy but the miss distance is not. Errors in the time of booster burnout or in the position of the ferry at booster burnout are less important than errors in the ferry velocity at booster burnout. The use of dead bands to account for errors in the navigational (radar) equipment appears to depend upon a compromise between the magnitude of the velocity corrections to be made and the allowable miss distance at the termination of the midcourse phase of the rendezvous. When approximate guidance equations are used, there are limits on their accuracy which are dependent on the angular distance about the earth to the expected point of rendezvous.
Eggleston, John M.↗
Analysis of a Linear System for Variable-Thrust Control in the Terminal Phase of Rendezvous
A linear system for applying thrust to a ferry vehicle in the 3 terminal phase of rendezvous with a satellite is analyzed. This system requires that the ferry thrust vector per unit mass be variable and equal to a suitable linear combination of the measured position and velocity vectors of the ferry relative to the satellite. The variations of the ferry position, speed, acceleration, and mass ratio are examined for several combinations of the initial conditions and two basic control parameters analogous to the undamped natural frequency and the fraction of critical damping. Upon making a desirable selection of one control parameter and requiring minimum fuel expenditure for given terminal-phase initial conditions, a simplified analysis in one dimension practically fixes the choice of the remaining control parameter. The system can be implemented by an automatic controller or by a pilot.
Hord, Richard A.↗
Effect of commercial and military performance requirements for transport category aircraft on space shuttle booster design and operation
The effect of two sets of performance requirements, commercial and military, on the design and operation of the space shuttle booster is evaluated. Critical thrust levels are established according to both sets of operating rules for the takeoff, cruise, and go-around flight modes, and the effect on engine requirements determined. Both flyback and ferry operations are considered. The impact of landing rules on potential shuttle flyback and ferry bases is evaluated. Factors affecting reserves are discussed, including winds, temperature, and nonstandard flight operations. Finally, a recommended set of operating rules is proposed for both flyback and ferry operations that allows adequate performance capability and safety margins without compromising design requirements for either flight phase.
Bithell, R. A.↗
Space Shuttle Orbiter Approach and Landing Test: Final Evaluation Report
The Approach and Landing Test Program consisted of a series of steps leading to the demonstration of the capability of the Space Shuttle orbiter to safely approach and land under conditions similar to those planned for the final phases of an orbital flight. The tests were conducted with the orbiter mounted on top of a specially modified carrier aircraft. The first step provided airworthiness and performance verification of the carrier aircraft after modification. The second step consisted of three taxi tests and five flight tests with an inert unmanned orbiter. The third step consisted of three mated tests with an active manned orbiter. The fourth step consisted of five flights in which the orbiter was separated from the carrier aircraft. For the final two flights, the orbiter tail cone was replaced by dummy engines to simulate the actual orbital configuration. Landing gear braking and steering tests were accomplished during rollouts following the free flight landings. Ferry testing was integrated into the Approach and Landing Test Program to the extent possible. In addition, four ferry test flights were conducted with the orbiter mated to the carrier aircraft in the ferry configuration after the free-flight tests were completed.
Source record↗
Solving A Corrosion Problem
The corrosion problem, it turned out, stemmed from the process called electrolysis. When two different metals are in contact, an electrical potential is set up between them; when the metals are surrounded by an electrolyte, or a conducting medium, the resulting reaction causes corrosion, often very rapid corrosion. In this case the different metals were the copper grounding system and the ferry's aluminum hull; the dockside salt water in which the hull was resting served as the electrolyte. After identifying the source of the trouble, the Ames engineer provided a solution: a new wire-and-rod grounding system made of aluminum like the ferry's hull so there would no longer be dissimilar metals in contact. Ames research on the matter disclosed that the problem was not unique to the Golden Gate ferries. It is being experienced by many pleasure boat operators who are probably as puzzled about it as was the Golden Gate Transit Authority.
Source record↗
Marine Hydrogen Demonstration
This report summarizes Phase 1 of a project involving the design of a Floating Hydrogen Production and Dispensing Barge destined for the Port of San Francisco (SF). The H 2 Barge is designed to produce renewable H 2 at the rate of ~ 530 kg/day, storing 512 kg of hydrogen at 517-bar, allowing fast refueling of hydrogen fuel cell vessels and land-side hydrogen delivery trailers for distribution into the nascent SF hydrogen ecosystem. The broader considerations that impacted the H2 Barge design are also described. An account is given of a new review process formulated by the United States Coast Guard (USCG) to review this first-of-its-kind maritime implementation of hydrogen technology. The immediate goals of the H 2 Barge Project are to 1) demonstrate the feasibility, viability and methods of hydrogen production, storage and fueling in a maritime context, 2) help shape (where needed) and navigate the required local, state and federal regulatory gauntlet and 3) catalyze a “green hydrogen ecosystem” (both marine and landside) with locally produced renewable hydrogen at the San Francisco waterfront. A summary is also given of the modeling and experimental activity of Phase 1 directed to the development of science-based refueling protocols for large marine Type IV 250-bar hydrogen tanks. Combined modeling and experimental studies are reported of the filling of large (28 kg) 250-bar Type IV hydrogen tanks of the type being deployed on early hydrogen ferries, such as the MV Sea Change. The primary question was to determine how such tanks can be successfully filled (state of charge greater than 97%) within 45 minutes without exceeding the 82 °C temperature limit historically set for such tanks. The studies show that a gas injector is needed avoid thermal stratification during filling which can result in potential hot spots. Pre-cooling of the hydrogen was found to be essential in most cases, as ambient conditions greatly affect the need for a pre-cooling to achieve the 45-minute fill time. Pre-cooling cannot be supplied by nearby water, such as that found in nature (bays, lakes, rivers, etc.) because pre-cooling cooling below 0 °C was found to be necessary to avoid excessive compression heating. The experimental results afforded a calibration of the engineering model (SOFIL) for these large 250-bar tanks, which now enables using SOFIL to predict volume-averaged hydrogen filling temperatures to an accuracy of +/- 2.7°C for these tanks. The model can therefore be used to evaluate potential scenarios for development of a standardized fueling methodology for ferries utilizing large Type-IV tanks of the type examined here.
08 HYDROGEN↗
SPACE AGE TRANSPORTATION SYSTEMS
Space age transportation systems such as reusable launch vehicles, orbital passenger and cargo ferry vehicles and lunar, nuclear ferry vehicles
SPACECRAFT CONFIGURATION↗
MV Sea Change: Fuel Cell, Emissions, and Hydrogen Fueling Performance
The Sea Change Project, managed and financed by SWITCH Maritime, produced the first zero-emission 100% hydrogen fuel-cell powered commercial ferry in the world. The MV Sea Change is a 70-foot catamaran equipped with a 360-kW fuel cell powertrain and a 250-bar 246 kg capacity hydrogen storage system. The 75-passenger vessel began public passenger service in July 2024 as part of the San Francisco Bay Ferry system. Summarized here are aspects of the design of the vessel, its construction, and vessel bunkering with high-pressure hydrogen. Results from a fuel cell performance analysis are also presented, along with estimates of the greenhouse gas (GHG) and criterial pollutant emissions assuming different sourcings of hydrogen. Lessons learned from the project will be briefly reviewed.
08 HYDROGEN↗
Aerodynamic challenges of ALT
The approach and landing test (ALT) of the Space Shuttle Orbiter presented a number of unique challenges in the area of aerodynamics. The purpose of the ALT program was both to confirm the use of the Boeing 747 as a transport vehicle for ferrying the Orbiter across the country and to demonstrate the flight characteristics of the Orbiter in its approach and landing phase. Concerns for structural fatigue and performance dictated a tailcone be attached to the Orbiter for ferry and for the initial landing tests. The Orbiter with a tailcone attached presented additional challenges to the normal aft sting concept of wind tunnel testing. The landing tests required that the Orbiter be separated from the 747 at approximately 20,000 feet using aerodynamic forces to fly the vehicles apart. The concept required a complex test program to determine the relative effects of the two vehicles on each other. Also of concern, and tested, was the vortex wake created by the 747 and the means for the Orbiter to avoid it following separation.
Hooks, I.↗
Advanced electric propulsion for interplanetary missions
Three specific mission applications of advanced electric propulsion systems are discussed and include: the Comet Rendevous Asteroid Flyby (CRAF) science mission, a cargo ferry vehicle for lunar base construction and resupply and a manned mars spacecraft for initial surface exploration. In all three cases electric propulsion is shown to greatly enhance these missions either by increasing payload, lowering the initial spacecraft mass or a combination of the two. Trip times for all but the lunar ferry application are shown to be comparable to using chemical propulsion. The present status and future development goals of the electric propulsion engine technologies to support these mission applications are also discussed.
Aston, Graeme↗
The influence of polar heterogeneous processes on reactive chlorine at middle latitudes - Three dimensional model implications
Three-dimensional model calculations with the NASA/GSFC chemistry and transport model have been designed to consider the impact of heterogeneous processes occurring on polar stratospheric clouds (PSCs) in the Arctic vortex on the HCl distribution. By examining the HCl concentration for a calculation with PSCs relative to a calculation with gas phase chemistry only, the impact of polar processing on reactive chlorine species at middle latitudes is inferred. Results from the chemistry and transport model reproduce basic features of the ClO measurements (Toohey et al., 1991), which were made on the ferry flights of the ER-2 from Stavanger, Norway to Moffett Field, California via Wallops Island, Virginia on February 20 and 21, 1989. The model indicates that perturbed air which is contained within the polar vortex during winter is not homogeneously mixed, and that the ferry flights were made through air with the largest conversion of HCl to reactive chlorine that is seen at middle latitudes.
Douglass, Anne R.↗
The Guardian: Preliminary design of a close air support aircraft
One design is presented of a Close Air Support (CAS) aircraft. It is a canard wing, twin engine, twin vertical tail aircraft that has the capability to cruise at 520 knots. The Guardian contains state of the art flight control systems. Specific highlights of the Guardian include: (1) low cost (the acquisition cost per airplane is $13.6 million for a production of 500 airplanes); (2) low maintenance (it was designed to be easily maintainable in unprepared fields); and (3) high versatility (it can perform a wide range of missions). Along with being a CAS aircraft, it is capable of long ferry missions, battlefield interdiction, maritime attack, and combat rescue. The Guardian is capable of a maximum ferry of 3800 nm, can takeoff in a distance of 1700 ft, land in a ground roll distance of 1644 ft. It has a maximum takeoff weight of 48,753 lbs, and is capable of carrying up to 19,500 lbs of ordinance.
Haag, Jonathan↗
Thruster sealing system and apparatus
A thruster nozzle sealing system and apparatus is provided for protection of spacecraft thruster motors. The system includes a sealing plug, a sealing plug insertion tool, an outer cover, an outer cover attachment, and a ferry flight attachment. The sealing plug prevents moisture from entering the thruster engine so as to prevent valve failure. The attachments are interchangeably connectable with the sealing plug. The ferry flight attachment is used during air transportation of the spacecraft, and the outer cover attachment is used during storage and service of the spacecraft. The outer cover provides protection to the thruster nozzle from mechanical damage.
Svejkovsky, Paul A.↗