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NASA's Decadal Planning Team Mars Mission Analysis Summary

In June 1999 the NASA Administrator chartered an internal NASA task force, termed the Decadal Planning Team, to create new integrated vision and strategy for space exploration. The efforts of the Decadal Planning Team evolved into the Agency-wide team known as the NASA Exploration Team (NEXT). This team was also instructed to identify technology roadmaps to enable the science-driven exploration vision, established a cross-Enterprise, cross-Center systems engineering team with emphasis focused on revolutionary not evolutionary approaches. The strategy of the DPT and NEXT teams was to "Go Anywhere, Anytime" by conquering key exploration hurdles of space transportation, crew health and safety, human/robotic partnerships, affordable abundant power, and advanced space systems performance. Early emphasis was placed on revolutionary exploration concepts such as rail gun and electromagnetic launchers, propellant depots, retrograde trajectories, nano structures, and gas core nuclear rockets to name a few. Many of these revolutionary concepts turned out to be either not feasible for human exploration missions or well beyond expected technology readiness for near-term implementation. During the DPT and NEXT study cycles, several architectures were analyzed including missions to the Earth-Sun Libration Point (L2), the Earth-Moon Gateway and L1, the lunar surface, Mars (both short and long stays), one-year round trip Mars, and near-Earth asteroids. Common emphasis of these studies included utilization of the Earth-Moon Libration Point (L1) as a staging point for exploration activities, current (Shuttle) and near-term launch capabilities (EELV), advanced propulsion, and robust space power. Although there was much emphasis placed on utilization of existing launch capabilities, the team concluded that missions in near-Earth space are only marginally feasible and human missions to Mars were not feasible without a heavy lift launch capability. In addition, the team concluded that missions in Earth s neighborhood, such as to the Moon, can serve as stepping-stones toward further deep-space missions in terms of proving systems, technologies, and operational concepts. The material contained in this presentation was compiled to capture the work performed by the Mars Sub-Team of the DPT NEXT efforts in the late 1999-2001 timeframe.

Drake, Bret G.↗

Use of Nack Oriented Reliable Multicast (NORM) Protocol for Transport of Spacecraft Telemetry in Ground Networks

Frequently it is necessary to distribute spacecraft telemetry to multiple destinations on Internet Protocol (IP) networks. There are various methods of delivering this data, but when the data is high rate and there are many destinations IP multicast provides the best solution from a network perspective. However, IP multicast only supports the User Datagram Protocol (UDP) which is connectionless and unreliable. This nature of UDP and by extension the low priority treatment of UDP packets by some network hardware creates a difficult environment for distribution of high rate telemetry to a number of recipients over IP networks. NACK (Negative ACKnowledgment) Oriented Reliable Multicast (NORM) is defined by IETF (Internet Engineering Task Force) RFC (Request for Comments) 5740 in 2009 by B. Adamson et al. NORM provides a mechanism of retransmission and or forward error correction for UDP packets, potentially overcoming the limits of UDP for the transmission of spacecraft telemetry. Marshall Space Flight Center’s (MSFC) Huntsville Operations Support Center (HOSC) manages the delivery of the International Space Station (ISS) payload science and health data. The ISS IP Ground Routed (IIGoR) network provides the delivery of the data from the ground stations to the control centers. HOSC personnel have been experimenting with the use of NORM on the link between the ground stations and the front end processor equipment in Huntsville, AL.

Baldwin, Patrick A.↗

Evaluation of Engineered Barrier Systems FY20 Report

This report describes research and development (R&D) activities conducted during fiscal year 2020 (FY20) specifically related to the Engineered Barrier System (EBS) R&D Work Package in the Spent Fuel and Waste Science and Technology (SFWST) Campaign supported by the United States (U.S.) Department of Energy (DOE). The R&D activities focus on understanding EBS component evolution and interactions within the EBS, as well as interactions between the host media and the EBS. A primary goal is to advance the development of process models that can be implemented directly within the Generic Disposal System Analysis (GDSA) platform or that can contribute to the safety case in some manner such as building confidence, providing further insight into the processes being modeled, establishing better constraints on barrier performance, etc. The FY20 EBS activities involved not only modeling and analysis work, but experimental work as well. Despite delays to some planned activities due to COVID-19 precautions, progress was made during FY20 in multiple research areas and documented in this report as follows: (1) EBS Task Force: Task 9/FEBEX Modeling Final Report: Thermo-Hydrological Modeling with PFLOTRAN, (2) preliminary sensitivity analysis for the FEBEX in-situ heater test, (3) cement-carbonate rock interaction under saturated conditions: from laboratory to modeling, (4) hydrothermal experiments, (5) progress on investigating the high temperature behavior of the uranyl-carbonate complexes, (6) in-situ and electrochemical work for model validation, (7) investigation of the impact of high temperature on EBS bentonite with THMC modeling, (8) sorption and diffusion experiments on bentonite, (9) chemical controls on montmorillonite structure and swelling pressure, (10) microscopic origins of coupled transport processes in bentonite, (11) understanding the THMC evolution of bentonite in FEBEX-DP—coupled THMC modeling, (12) modeling in support of HotBENT, an experiment studying the effects of high temperatures on clay buffers/near-field, and (13) high temperature heating and hydration column test on bentonite.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Advanced numerics for multi-dimensional fluid flow calculations

In recent years, there has been a growing interest in the development and use of mathematical models for the simulation of fluid flow, heat transfer and combustion processes in engineering equipment. The equations representing the multi-dimensional transport of mass, momenta and species are numerically solved by finite-difference or finite-element techniques. However despite the multiude of differencing schemes and solution algorithms, and the advancement of computing power, the calculation of multi-dimensional flows, especially three-dimensional flows, remains a mammoth task. The following discussion is concerned with the author's recent work on the construction of accurate discretization schemes for the partial derivatives, and the efficient solution of the set of nonlinear algebraic equations resulting after discretization. The present work has been jointly supported by the Ramjet Engine Division of the Wright Patterson Air Force Base, Ohio, and the NASA Lewis Research Center.

Vanka, S. P.↗

Model Data Archive Associated with Manuscript "Fire-altered Carbon Pools Create Disturbance Memory in Stream Dissolved Organic Carbon"

This data package supports the publication “Fire-altered Carbon Pools Create Disturbance Memory in Stream Dissolved Organic Carbon” by Li et al. (2026). The package contains processed model inputs, configuration files, restart files, simulation outputs, scripts, and visualization products used to evaluate post-fire dissolved organic carbon (DOC) dynamics in the Naches River Watershed, Washington, USA, following the 2021 Schneider Springs Fire. The modeling workflow couples ELM-BGC, the biogeochemistry-enabled Energy Exascale Earth System Model Land Model; ATS, the Advanced Terrestrial Simulator for integrated surface-subsurface hydrology; and PFLOTRAN, a reactive transport model for multicomponent aqueous geochemistry. Together, these models simulate how wildfire-induced changes in vegetation, litter, coarse woody debris, and soil organic matter influence DOC production, transport, and reaction from burned hillslopes to stream networks. The archive includes preprocessed meteorological, geospatial, hydrologic, and biogeochemical forcing data; ELM-BGC-derived DOC source terms; ATS mesh files; PFLOTRAN reactive-transport inputs; model configuration files; spin-up and transient restart files; watershed-scale diagnostic outputs; stream concentration time series; and figures or visualization files used to inspect and reproduce key results. File types include Hierarchical Data Format 5 (HDF5) files for gridded forcing and model-coupling data, model input and configuration files for ELM-BGC, ATS, and PFLOTRAN, restart and simulation-output files generated by the modeling workflow, tabular or time-series diagnostic outputs, scripts for post-processing and figure generation, and image or visualization products associated with the manuscript. Use of the package depends on the intended task. Re-running the simulations requires the relevant modeling software, including ELM-BGC, ATS, and PFLOTRAN as ATS's geochemical engine. Inspecting outputs and reproducing figures requires Python with scientific plotting libraries such as Matplotlib, and three-dimensional model outputs may be viewed with ParaView. Geographic information system files or maps may be inspected with ArcGIS Pro or comparable GIS software. The data package is intended to enable traceability, reuse, and partial reproduction of the coupled land-to-watershed hydro-biogeochemical modeling workflow used to test how wildfire disturbance affects terrestrial carbon pools and downstream DOC dynamics.

ATS↗

Study of flutter related computational procedures for minimum weight structural sizing of advanced aircraft

Results of a study of the development of flutter modules applicable to automated structural design of advanced aircraft configurations, such as a supersonic transport, are presented. Automated structural design is restricted to automated sizing of the elements of a given structural model. It includes a flutter optimization procedure; i.e., a procedure for arriving at a structure with minimum mass for satisfying flutter constraints. Methods of solving the flutter equation and computing the generalized aerodynamic force coefficients in the repetitive analysis environment of a flutter optimization procedure are studied, and recommended approaches are presented. Five approaches to flutter optimization are explained in detail and compared. An approach to flutter optimization incorporating some of the methods discussed is presented. Problems related to flutter optimization in a realistic design environment are discussed and an integrated approach to the entire flutter task is presented. Recommendations for further investigations are made. Results of numerical evaluations, applying the five methods of flutter optimization to the same design task, are presented.

Oconnell, R. F.↗

Robots for Aircraft Maintenance

Marshall Space Flight Center charged USBI (now Pratt & Whitney) with the task of developing an advanced stripping system based on hydroblasting to strip paint and thermal protection material from Space Shuttle solid rocket boosters. A robot, mounted on a transportable platform, controls the waterjet angle, water pressure and flow rate. This technology, now known as ARMS, has found commercial applications in the removal of coatings from jet engine components. The system is significantly faster than manual procedures and uses only minimal labor. Because the amount of "substrate" lost is minimal, the life of the component is extended. The need for toxic chemicals is reduced, as is waste disposal and human protection equipment. Users of the ARMS work cell include Delta Air Lines and the Air Force, which later contracted with USBI for development of a Large Aircraft Paint Stripping system (LARPS). LARPS' advantages are similar to ARMS, and it has enormous potential in military and civil aircraft maintenance. The technology may also be adapted to aircraft painting, aircraft inspection techniques and paint stripping of large objects like ships and railcars.

Source record↗

Multichannel haptic feedback unlocks prosthetic hand dexterity

Abstract Loss of tactile sensations is a major roadblock preventing upper limb-absent people from multitasking or using the full dexterity of their prosthetic hands. With current myoelectric prosthetic hands, limb-absent people can only control one grasp function at a time even though modern artificial hands are mechanically capable of individual control of all five digits. In this paper, we investigated whether people could precisely control the grip forces applied to two different objects grasped simultaneously with a dexterous artificial hand. Toward that end, we developed a novel multichannel wearable soft robotic armband to convey artificial sensations of touch to the robotic hand users. Multiple channels of haptic feedback enabled subjects to successfully grasp and transport two objects simultaneously with the dexterous artificial hand without breaking or dropping them, even when their vision of both objects was obstructed. Simultaneous transport of the objects provided a significant time savings to perform the deliveries in comparison to a one-at-a-time approach. This paper demonstrated that subjects were able to integrate multiple channels of haptic feedback into their motor control strategies to perform a complex simultaneous object grasp control task with an artificial limb, which could serve as a paradigm shift in the way prosthetic hands are operated.

60 APPLIED LIFE SCIENCES↗

Technology Maturity Towards Highly Reusable Space Transportation Goals

The National Aeronautics and Space Administration's (NASA) Advanced Space Transportation Program (ASTP) has advanced key propulsion and launch vehicle systems technologies towards enabling the concepts identified by the Highly Reusable Space Transportation (HRST) Study as having significant potential for reducing the cost of access to space. The Marshall Space Flight Center (MSFC) manages the ASTP for the NASA Aero-Space Technology Enterprise. The HRST Study was conducted from 1995 through 1997 to evaluated launch concepts with the potential to reduce launch cost to $100 to $200 per pound of payload to low Earth orbit in the 2016 to 2022 timeframe. The HRST represents a generation of launch vehicles beyond the Lockheed-Martin VentureStar concept with a goal of another factor of ten reduction in launch cost below the next generation Reusable Launch Vehicle. Several concepts were developed and evaluated during the initial HRST studies. At the completion of the concept development phase in 1997, four task forces were formed to integrate the results of the study. These task forces were System Concept Definition, Operations Assessment. Cost Assessment and Technology Assessment. The Operations Assessment task force published its final report in November 1998. The Operations Assessment task force evaluated both single stage to orbit (SSTO) and two-stage to orbit (TSTO) concepts. SSTO concepts included horizontal takeoff and horizontal landing, vertical takeoff and vertical landing and vertical takeoff and horizontal landing. Horizontally launched concepts including launch assist options. SSTO concepts included airbreathing and all rocket as well as combination propulsion systems. The Operations Assessment considered the significance of performance margin, flight rate capability, reliability, launch assist, design optimization and technology development. These studies serve as a guide for the ASTP to prioritize technology development towards future highly reusable launch systems. Although the ASTP supports the development of technology that is focused at a near term fully reusable launch vehicle, the core of the technology development is looking ahead to future generations of launch vehicles that will enable dramatic growth in civil and commercial space enterprise. The primary focus of the paper is to status the key enabling technologies including rocket based combined cycle (RBCC) propulsion, magnetic launch assist, long life, low weight rocket propulsion, integral hot structures. robust thermal protection systems and integrated vehicle health management. The ASTP technology roadmap is leading rapidly towards system demonstration and eventual future X vehicle flight demonstrations.

Lyles, Garry↗

Spin-Up and Tuning of the Global Carbon Cycle Model Inside the GISS ModelE2 GCM

Planetary carbon cycle involves multiple phenomena, acting at variety of temporal and spacial scales. The typical times range from minutes for leaf stomata physiology to centuries for passive soil carbon pools and deep ocean layers. So, finding a satisfactory equilibrium state becomes a challenging and computationally expensive task. Here we present the spin-up processes for different configurations of the GISS Carbon Cycle model from the model forced with MODIS observed Leaf Area Index (LAI) and prescribed ocean to the prognostic LAI and to the model fully coupled to the dynamic ocean and ocean biology. We investigate the time it takes the model to reach the equilibrium and discuss the ways to speed up this process. NASA Goddard Institute for Space Studies General Circulation Model (GISS ModelE2) is currently equipped with all major algorithms necessary for the simulation of the Global Carbon Cycle. The terrestrial part is presented by Ent Terrestrial Biosphere Model (Ent TBM), which includes leaf biophysics, prognostic phenology and soil biogeochemistry module (based on Carnegie-Ames-Stanford model). The ocean part is based on the NASA Ocean Biogeochemistry Model (NOBM). The transport of atmospheric CO2 is performed by the atmospheric part of ModelE2, which employs quadratic upstream algorithm for this purpose.

Climate model↗

Simulator evaluation of displays for a revised takeoff performance monitoring system

Cockpit displays for a Takeoff Performance Monitoring System (TOPMS) to provide pilots with graphic and alphanumeric information pertinent to their decision to continue or abort a takeoff are evaluated. Revised head-down and newly developed head-up displays were implemented on electronic screens in the real-time Transport Systems Research Vehicle (TSRV) Simulator for the Boeing 737 airplane at the Langley Research Center and evaluated by 17 NASA, U.S. Air Force, airline, and industry pilots. Both types of displays were in color, but they were not dependent upon it. The TOPMS head-down display is composed of a runway graphic overlaid with symbolic status and advisory information related to both the expected takeoff point and the predicted stop point (in the event an abort becomes necessary). In addition, an overall Situation Advisory Flag indicates a preferred course of action based on analysis of the various elements of airplane performance and system status. A simpler head-up display conveys most of this same information and relates it to the visual scene. The evaluation pilots found the displays to be credible, easy to monitor, and appropriate for the task. In particular, the pilots said the head-up display was monitored with very little effort and did not obstruct or distract them from monitoring the simulated out-the-window runway scene. This report augments NASA TP-2908, 1989.

Middleton, David B.↗

Flight Testing and Real-Time System Identification Analysis of a UH-60A Black Hawk Helicopter with an Instrumented External Sling Load

Helicopter external air transportation plays an important role in today's world. For both military and civilian helicopters, external sling load operations offer an efficient and expedient method of handling heavy, oversized cargo. With the ability to reach areas otherwise inaccessible by ground transportation, helicopter external load operations are conducted in industries such as logging, construction, and fire fighting, as well as in support of military tactical transport missions. Historically, helicopter and load combinations have been qualified through flight testing, requiring considerable time and cost. With advancements in simulation and flight test techniques there is potential to substantially reduce costs and increase the safety of helicopter sling load certification. Validated simulation tools make possible accurate prediction of operational flight characteristics before initial flight tests. Real time analysis of test data improves the safety and efficiency of the testing programs. To advance these concepts, the U.S. Army and NASA, in cooperation with the Israeli Air Force and Technion, under a Memorandum of Agreement, seek to develop and validate a numerical model of the UH-60 with sling load and demonstrate a method of near real time flight test analysis. This thesis presents results from flight tests of a U.S. Army Black Hawk helicopter with various external loads. Tests were conducted as the U.S. first phase of this MOA task. The primary load was a container express box (CONEX) which contained a compact instrumentation package. The flights covered the airspeed range from hover to 70 knots. Primary maneuvers were pitch and roll frequency sweeps, steps, and doublets. Results of the test determined the effect of the suspended load on both the aircraft's handling qualities and its control system's stability margins. Included were calculations of the stability characteristics of the load's pendular motion. Utilizing CIFER(R) software, a method for near-real time system identification was also demonstrated during the flight test program.

McCoy, Allen H.↗

The 1991 International Conference on Aging Aircraft and Structural Airworthiness

Civil aviation serves a strategic interest to the United States. Thus, the need to maintain a high standard of aviation safety is axiomatic. While the industry has witnessed phenomenal growth in the past two decades, the proportion of aging aircraft in air carrier fleets has been ever increasing-a trend that is projected to continue. Certain events which occurred in 1988 and previous years and public concern about the safety of the high time aircraft led to an International Conference on Aging Aircraft in Washington, D.C., during which a number of aviation safety related issues applicable to aging aircraft were raised and discussed among the conference participants. Various groups that have a vital stake in commercial aviation made certain recommendations which led to the formation of a task force and a broad undertaking involving the Federal Aviation Administration (FAA), the National Aeronautics and Space Administration (NASA), industry and international organizations to insure continued airworthiness of aging airplanes. At the same time, significant research and development programs were initiated by the FAA and NASA to complement the broader effort. In view of the success of the 1988 conference, the FAA desired that conferences be held annually to disseminate information on the status of the task force's activities on aircraft certification and airline maintenance related issues and to offer a forum for participation by all interested parties. Thus, the 2nd International Conference was held in 1989 in Baltimore and the third in the series in 1990 in Bordeaux, France. Both of them, like the first conference, attracted rousing attendance and interest. Thus, the stage was set for organizing the 4th International Conference in 1991. By 1991, the FAA and NASA research programs were yielding significant results, a consideration that led to a larger segment of the 4th International Conference Program being devoted to presentations about the impact of the research on the other activities of the task group. Agreement had also been reached between the FAA and NASA to coordinate and integrate their respective program activities. Hence, NASA was co-opted as a sponsor of the conference. A group consisting of Mr. Stephen Erickson of the Air Transport Association of America, Mr. Jesse Lewis and Mr. Richard Johnson of the FAA, and Mr. Thomas Crooker of NASA was formed to organize the conference. The members of the group are owed special thanks for their efforts that ensured the success of the conference.

Aging Aircraft↗

A preliminary look at an optimal multivariable design for propulsion-only flight control of jet-transport aircraft

Control of a large jet transport aircraft without the use of conventional control surfaces was studied. Engine commands were used to attempt to recreate the forces and moments typically provided by the elevator, ailerons, and rudder. Necessary conditions for aircraft controllability were developed pertaining to aircraft configuration such as the number of engines and engine placement. An optimal linear quadratic regulator controller was developed for the Boeing 707-720, in particular, for regulation of its natural dynamic modes. The design used a method of assigning relative weights to the natural modes, i.e., phugoid and dutch roll, for a more intuitive selection of the cost function. A prototype pilot command interface was then integrated into the loop based on pseudorate command of both pitch and roll. Closed loop dynamics were evaluated first with a batch linear simulation and then with a real time high fidelity piloted simulation. The NASA research pilots assisted in evaluation of closed loop handling qualities for typical cruise and landing tasks. Recommendations for improvement on this preliminary study of optimal propulsion only flight control are provided.

Azzano, Christopher P.↗

KSC Vertical Launch Site Evaluation

RS&H was tasked to evaluate the potential available launch sites for a combined two user launch pad. The Launch sites were to be contained entirely within current Kennedy Space Center property lines. The user launch vehicles to be used for evaluation are in the one million pounds of first stage thrust range. Additionally a second evaluation criterion was added early on in the study. A single user launch site was to be evaluated for a two million pound first stage thrust vehicle. Both scenarios were to be included in the report. To provide fidelity to the study criteria, a specific launch vehicle in the one million pound thrust range was chosen as a guide post or straw-man launch vehicle. The RpK K-1 vehicle is a current Commercial Orbital Transportation System (COTS), contract awardee along with the SpaceX Falcon 9 vehicle. SpaceX, at the time of writing, is planning to launch COTS and possibly other payloads from Cx-40 on Cape Canaveral Air Force Station property. RpK has yet to declare a specific launch site as their east coast US launch location. As such it was deemed appropriate that RpK's vehicle requirements be used as conceptual criteria. For the purposes of this study those criteria were marginally generalized to make them less specifiC.

Phillips, Lynne V.↗

Aerospace News: Space Shuttle Commemoration. Volume 2, No. 7

The complex space shuttle design was comprised of four components: the external tank, two solid rocket boosters (SRB), and the orbiter vehicle. Six orbiters were used during the life of the program. In order of introduction into the fleet, they were: Enterprise (a test vehicle), Columbia, Challenger, Discovery, Atlantis and Endeavour. The space shuttle had the unique ability to launch into orbit, perform on-orbit tasks, return to earth and land on a runway. It was an orbiting laboratory, International Space Station crew delivery and supply replenisher, satellite launcher and payload delivery vehicle, all in one. Except for the external tank, all components of the space shuttle were designed to be reusable for many flights. ATK s reusable solid rocket motors (RSRM) were designed to be flown, recovered, and the metal components reused 20 times. Following each space shuttle launch, the SRBs would parachute into the ocean and be recovered by the Liberty Star and Freedom Star recovery ships. The recovered boosters would then be received at the Cape Canaveral Air Force Station Hangar AF facility for disassembly and engineering post-flight evaluation. At Hangar AF, the RSRM field joints were demated and the segments prepared to be returned to Utah by railcar. The segments were then shipped to ATK s facilities in Clearfield for additional evaluation prior to washout, disassembly and refurbishment. Later the refurbished metal components would be transported to ATK s Promontory facilities to begin a new cycle. ATK s RSRMs were manufactured in Promontory, Utah. During the Space Shuttle Program, ATK supported NASA s Marshall Space Flight Center whose responsibility was for all propulsion elements on the program, including the main engines and solid rocket motors. On launch day for the space shuttle, ATK s Launch Site Operations employees at Kennedy Space Center (KSC) provided lead engineering support for ground operations and NASA s chief engineer. It was ATK s responsibility to have a representative in Firing Room 2 at KSC in case of potential motor problems. However, the last time ATK was responsible for a space shuttle launch slip was 1989. During launch, engineers were also stationed in Promontory on teleconference with counterparts at KSC in the event their support was required.

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Ground controlled robotic assembly operations for Space Station Freedom

A number of dextrous robotic systems and associated positioning and transportation devices are available on Space Station Freedom (SSF) to perform assembly tasks that would otherwise need to be performed by extravehicular activity (EVA) crewmembers. The currently planned operating mode for these robotic systems during the assembly phase is teleoperation by intravehicular activity (IVA) crewmembers. While this operating mode is less hazardous and expensive than manned EVA operations, and has insignificant control loop time delays, the amount of IVA time available to support telerobotic operations is much less than the anticipated requirements. Some alternative is needed to allow the robotic systems to perform useful tasks without exhausting the available IVA resources; ground control is one such alternative. The issues associated with ground control of SSF robotic systems to alleviate onboard crew time availability constraints are investigated. Key technical issues include the effect of communication time delays, the need for safe, reliable execution of remote operations, and required modifications to the SSF ground and flight system architecture. Time delay compensation techniques such as predictive displays and world model-based force reflection are addressed and collision detection and avoidance strategies to ensure the safety of the on-orbit crew, Orbiter, and SSF are described. Although more time consuming and difficult than IVA controlled teleoperations or manned EVA, ground controlled telerobotic operations offer significant benefits during the SSF assembly phase, and should be considered in assembly planning activities.

Parrish, Joseph C.↗

Space transportation system technology symposium. Volume 2 - Dynamics and aeroelasticity

The Space Shuttle, being an hybrid – an airplane and a launch vehicle – represents the greatest challenge that the dynamicist and the aeroelastician have faced. Some specific problem areas related to the Space Shuttle are listed on figure 1. Dynamics and aeroelasticity envelop many disciplines, including aerodynamics, vibration, random processes, structures, fluid flow, mechanics, etc., but, of more importance, they involve the interaction and coupling of many of these various disciplines. Fundamentally, we are concerned with structural integrity and safe flight, i.e., trying to ensure that the vehicle will remain structurally intact as well as function properly in the presence of the many faceted dynamic environment. A new area which may have an impact on our task is the effect of the high temperature environment. In the past, we have been able to successfully decouple the temperature effects from our problem formulation. For the Space Shuttle, this problem must be closely reexamined. As has been pointed out in the opening remarks of the Conference, the Dynamics and Aeroelasticity Technology Group comprises one of several technology groups which are attempting to provide the necessary research to support a successful and safe vehicle. The group has members from most of the NASA Centers as well as from the Air Force groups. We meet periodically to review ongoing work, search for new problem areas; and we are constantly updating and revising our program. The group is organized into three panels as shown on figure 2: a panel on Dynamic Loads and Response, one on Aeroelasticity, and one on Flight Dynamics and Environment. The Conference papers accordingly have been grouped in these same three areas, with each Panel Chairman acting as moderator for his particular session.

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