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At least 883 records · Page 49
All sourcesNASA NTRSDOE OSTI
NASA NTRS1973

Space shuttle launch vehicle performance trajectory, exchange ratios, and dispersion analysis

A baseline space shuttle performance trajectory for Mission 3A launched from WTR has been generated. Design constraints of maximum dynamic pressure, longitudinal acceleration, and delivered payload were satisfied. Payload exchange ratios are presented with explanation on use. Design envelopes of dynamic pressure, SRB staging point, aerodynamic heating and flight performance reserves are calculated and included.

Toelle, R. G.↗
NASA NTRS1974

Space shuttle launch vehicle (13 P-OTS) strut support interference effects study in the Rockwell International 7- by 7-foot trisonic wind tunnel (IA68)

Strut support interference investigations were conducted on an 0.004-(-) scale representation of the space shuttle launch vehicle in order to determine transonic and supersonic model support interference effects for use in a future exhaust plume effects study. Strut configurations were also tested. Orbiter, external tank, and solid rocket booster pressures were recorded at Mach numbers 0.9, 1.2, 1.5, and 2.0. Angle of attack and angle of sideslip were varied between plus or minus 4 degrees in 2 degree increments. Parametric variations consisted only of the strut configurations.

Rogge, R. L.↗
NASA NTRS1973

Space shuttle: Pressure investigation of a space shuttle launch configuration consisting of a delta-wing orbiter and a swept-wing booster with canard and tip fans (M equals 0.6 to 1.3). Volume 1, part A: Booster data

Wind tunnel tests to determine the pressure distribution on a space shuttle launch configuration consisting of a delta wing orbiter and a swept wing booster with canard and tip fins were conducted. Pressure data were obtained for the combined orbiter and booster and for the booster alone at Mach numbers from 0.6 to 1.3, angles of attack from minus 8 degrees to plus 10 degrees, and sideslip angles from minus 6 degrees to plus 6 degrees. Pressure data were also obtained for the booster alone without canard at Mach numbers of 0.9 and 1.1. The pressure taps were distributed primarily over the booster upper surface and the orbiter lower surface.

Rampy, J. M.↗
NASA NTRS1991

Space Shuttle launch pad rescue plan

The final preparation of the Space Shuttle Orbiter for flight involves the loading of large quantities of hazardous propellants. Additionally, many pyrotechnially operated mechanical joints are armed and ready for flight. The personnel manning at the pad is minimized during these operations to reduce the risk. Upon completion of propellant loading, the flight crew must be boarded onto the vehicle which at this point has tremendous potential energy. Plans have been made to safely and quickly evacuate the crew should some unforeseen contigency occur. Both aided and unaided egress scenarios have been planned. Personnel protective equipment is an important consideration to assure the highest chance for survival. Rapid movement of personnel is enhanced by the use of the slidewire system and specially prepared armored personnel carriers. The end result is a system that provides a reasonable chance of survival should an emergency occur during late countdown at the pad.

Doerr, Donald F.↗
NASA NTRS1993

Transonic wind tunnel wall interference analysis for the Space Shuttle Launch Vehicle

The AEDC perforated-wall boundary condition has been incorporated into the NASA Ames OVERFLOW code and has been used to calculate the tunnel flow field in the AEDC Aerodynamic Wind Tunnel (16T) over a three-percent model of the Space Shuttle Launch Vehicle. Tunnel flow-field calculations have been performed for two supersonic flow-field conditions, including one near sonic condition. Wall interference assessments and analyses have been performed by making detailed comparisons of the tunnel flow-field calculations with corresponding free-air flow-field calculations and with tunnel data from different scale models. A capability to assess wall interference at low supersonic conditions and to improve data correlations with CFD results by adding the tunnel wall boundary condition is demonstrated.

Martin, F. W., Jr.↗
NASA NTRS1991

Space transportation systems, launch systems, and propulsion for the Space Exploration Initiative: Results from Project Outreach

A number of transportation and propulsion options for Mars exploration missions are analyzed. As part of Project Outreach, RAND received and evaluated 350 submissions in the launch vehicle, space transportation, and propulsion areas. After screening submissions, aggregating those that proposed identical or nearly identical concepts, and eliminating from further consideration those that violated known physical princples, we had reduced the total number of viable submissions to 213. In order to avoid comparing such disparate things as launch vehicles and electric propulsion systems, six broad technical areas were selected to categorize the submissions: space transportation systems; earth-to-orbit (ETO) launch systems; chemical propulsion; nuclear propulsion; low-thrust propulsion; and other. To provide an appropriate background for analyzing the submissions, an extensive survey was made of the various technologies relevant to the six broad areas listed above. We discuss these technologies with the intent of providing the reader with an indication of the current state of the art, as well as the advances that might be expected within the next 10 to 20 years.

Garber, T.↗
NASA NTRS1993

Development of a large scale Chimera grid system for the Space Shuttle Launch Vehicle

The application of CFD techniques to large problems has dictated the need for large team efforts. This paper offers an opportunity to examine the motivations, goals, needs, problems, as well as the methods, tools, and constraints that defined NASA's development of a 111 grid/16 million point grid system model for the Space Shuttle Launch Vehicle. The Chimera approach used for domain decomposition encouraged separation of the complex geometry into several major components each of which was modeled by an autonomous team. ICEM-CFD, a CAD based grid generation package, simplified the geometry and grid topology definition by provoding mature CAD tools and patch independent meshing. The resulting grid system has, on average, a four inch resolution along the surface.

Pearce, Daniel G.↗
NASA NTRS2011

Why Major Programs Need Innovation Support Labs: An Example from the Space Shuttle Launch Program at KSC

For over 30 years the Kennedy Space Center (KSC) has processed the Space Shuttle; handling all hands-on aspects from receiving the Orbiter, External Tanks, Solid Rocket Booster Segments, and Payloads, through certification, check-out, and assembly, and ending with fueling, count-down, and launch. A team of thousands have worked this highly complicated, yet supremely organized, process and have, as a consequence, generated an exceptional amount of technology to solve a host of problems. This paper describes the contributions of one team that formed with the express purpose to help solve some of these diverse Shuttle ground processing problems.

Youngquist, Robert C.↗
NASA NTRS2015

High-Resolution Mesoscale Model Setup for the Eastern Range and Wallops Flight Facility

Mesoscale weather conditions can have an adverse effect on space launch, landing, ground processing, and weather advisories, watches, and warnings at the Eastern Range (ER) in Florida and Wallops Flight Facility (WFF) in Virginia. During summer, land-sea interactions across Kennedy Space Center (KSC) and Cape Canaveral Air Force Station (CCAFS) lead to sea breeze front formation, which can spawn deep convection that can hinder operations and endanger personnel and resources. Many other weak locally-driven low-level boundaries and their interactions with the sea breeze front and each other can also initiate deep convection in the KSC/CCAFS area. These convective processes often last 60 minutes or less and pose a significant challenge to the local forecasters. Surface winds during the transition seasons (spring and fall) pose the most difficulties for the forecasters at WFF. They also encounter problems forecasting convective activity and temperature during those seasons. Therefore, accurate mesoscale model forecasts are needed to better forecast a variety of unique weather phenomena. Global and national scale models cannot properly resolve important local-scale weather features at each location due to their horizontal resolutions being much too coarse. Therefore, a properly tuned local data assimilation (DA) and forecast model at a high resolution is needed to provide improved capability. To accomplish this, a number of sensitivity tests were performed using the Weather Research and Forecasting (WRF) model in order to determine the best DA/model configuration for operational use at each of the space launch ranges to best predict winds, precipitation, and temperature. A set of Perl scripts to run the Gridpoint Statistical Interpolation (GSI)/WRF in real-time were provided by NASA's Short-term Prediction Research and Transition Center (SPoRT). The GSI can analyze many types of observational data including satellite, radar, and conventional data. The GSI/WRF scripts use a cycled GSI system similar to the operational North American Mesoscale (NAM) model. The scripts run a 12-hour pre-cycle in which data are assimilated from 12 hours prior up to the model initialization time. A number of different model configurations were tested for both the ER and WFF by varying the horizontal resolution on which the data assimilation was done. Three different grid configurations were run for the ER and two configurations were run for WFF for archive cases from 27 Aug 2013 through 10 Nov 2013. To quantify model performance, standard model output will be compared to the Meteorological Assimilation Data Ingest System (MADIS) data. The MADIS observation data will be compared to the WRF forecasts using the Model Evaluation Tools (MET) verification package. In addition, the National Centers for Environmental Prediction's Stage IV precipitation data will be used to validate the WRF precipitation forecasts. The author will summarize the relative skill of the various WRF configurations and how each configuration behaves relative to the others, as well as determine the best model configuration for each space launch range.

Watson, Leela R.↗
NASA NTRSDate not supplied

Multiphase Simulations of the SLS Launch Environment

NASA’s Space Launch System (SLS), which will send astronauts back to the Moon in the next few years, is powered by four RS-25 engines and two RSRMV solid rocket boosters (SRBs). During launch the SLS propulsion system generates intense acoustics and other powerful waves, such as ignition overpressure (IOP) which, if unmitigated, have the potential to damage the vehicle and possibly cause loss of mission or crew. To protect the vehicle from these powerful waves, the SLS launch pad design includes an ignition overpressure/sound suppression (IOP/SS) system which sprays 270,000 gallons per minute of water very close to the SRB and RS-25 nozzles. The SRB and RS-25 engine plumes, and the proximity of the IOP/SS water, create a complex multiphase (gas and liquid) environment during the SLS ignition sequence. The interplay among these systems creates challenges related to water spray into/onto engine nozzles, potential debris transport, and additional transient loads due to strong plume-water interactions - all of which the SLS vehicle must be able to withstand. Prior to the Artemis I launch, the SLS multiphase liftoff environment was largely unknown due to differences from the Space Shuttle and other programs. Some data was available from tests of individual systems, but no integrated testing or analysis was available. Even post-launch analysis of Artemis I cannot provide a full understanding of the complex physics involved due to limited (or obstructed) camera views and instrumentation. Computational fluid dynamics (CFD) is being used to investigate the details of the multiphase environment which could not be measured, help comprehend the data gathered from the launch, and ultimately identify phenomena that are a concern for future flights. Project Details Engineers at NASA’s Marshall Space Flight Center (MSFC) have executed simulations using the Loci/STREAM-Volume of Fluid (VoF) multiphase CFD solver to understand this environment. Initial efforts successfully validated the CFD solver on various tests, giving confidence to simulate the SLS multiphase liftoff environment prior to the Artemis I launch. The CFD simulation of the SLS ignition sequence was conducted in three phases. First the IOP/SS water system was simulated for approximately 6 seconds to reach a quasi-steady state. Next, the RS-25 engine plumes were activated and held at full power for 1 second. Lastly, the SRB booster was activated and the simulation was carried out until just prior to vehicle motion. This simulation process mimics the conditions that exist at launch. Results and Impact The SLS ignition sequence simulation results provide deep understanding of the underlying physics occuring during launch. Observations from the simulation include reduction of water splashing into/onto the engine nozzles, change in angling of the dense water sheets, and the origin of the powerful ignition overpressure (IOP) wave. These observations directly inform the SLS program on subjects including plume-water induced side loads, debris transport, and the acoustic launch environment. Additionally, with post launch comparison of CFD observations to flight data, these tools can be applied to launch vehicles and environments other than SLS with confidence. Why HPC Matters The SLS ignition sequence CFD simulations are conducted on meshes up to hundreds of millions of cells on thousands of processors for weeks at a time. These simulations generate terabytes of data that must also be stored and archived for future use on HPC systems. Simply put, the CFD simulations would not be possible without NASA HPC resources. What’s Next Comparisons between the Artemis I flight data and the CFD simulations will be continued to both improve confidence in the CFD results and provide deeper understanding into the SLS multiphase launch environment. This will be used to provide insight for decision making for the first manned SLS flight, Artemis II. Future simulations will target new configurations of the SLS IOP/SS water required to support the more powerful variants of the SLS vehicle, such as Block 1B. Additionally, this capability provides NASA the ability to investigate launch environments for vehicles other than SLS to support other missions.

Travis Rivord↗
NASA NTRS1989

Hybrid propulsion technology program: Phase 1, volume 2

The program objectives of developing hybrid propulsion technology (HPT) to enable its application for manned and unmanned high thrust, high performance space launch vehicles are examined. The studies indicate that the hybrid propulsion (HP) is very attractive, especially when applied to large boosters for programs such as the Advanced Launch System (ALS) and the second generation Space Shuttle. Some of the advantages of HP are identified. Space launch vehicles using HP are less costly than those flying today because their propellant and insulation costs are much less and there are fewer operational restraints due to reduced safety requirements. Boosters using HP have safety features that are highly desirable, particularly for manned flights. HP systems will have a clean exhaust and high performance. Boosters using HP readily integrate with launch vehicles and their launch operations, because they are very compact for the amount of energy contained. Hybrid propulsion will increase the probability of mission success. In order to properly develop the technologies of HP, preliminary HP concepts are evaluated. System analyses and trade studies were performed to identify technologies applicable to HP.

Schuler, A. L.↗
NASA NTRS2019

Laboratory Scale Testing of Ignition Overpressure for Space Vehicle Launch Pad Environments

A scale model of a NASA representative space vehicle is used to develop a refined estimate of the transient pressure loads that are expected to form at the base of the vehicle in the event of a vapor cloud explosion. Flammable vapor clouds are known to form prior to engine startup due to the significant amount of unburned hydrogen that is ejected from the combustion chamber. In the event of a vapor cloud explosion, the vehicle and payload must be able to withstand the resulting overpressure waves. The study comprises an array of pressure sensors located along the base heat shield of the scale model space vehicle as well as the interior wall and throat plug plane of the solid rocket booster. A spark source generator is used to simulate the overpressure wave produced by a vapor cloud explosion while measurements are acquired with and without the effect of a mobile launcher. Time- resolved schlieren images of the simulated vapor cloud explosion reveal the path and impact of both the initial wave and several reflected waves on the various components at the base of the space vehicle. In some instances, the reflected waves superpose to create waves that are higher in amplitude than the initial overpressure wave. A time frequency analysis of the pressure waveforms measured inside the solid rocket booster reveal a ring down tone corresponding to a standing wave that is four times the length of the nozzle.

Tinney, Charles E.↗
NASA NTRS2007

Users Guide for the Anvil Threat Corridor Forecast Tool V1.7.0 for AWIPS

The Applied Meteorology Unit (AMU) originally developed the Anvil Threat Sector Tool for the Meteorological Interactive Data Display System (MIDDS) and delivered the capability in three phases beginning with a feasibility study in 2000 and delivering the operational final product in December 2003. This tool is currently used operationally by the 45th Weather Squadron (45 WS) Launch Weather Officers (LWO) and Spaceflight Meteorology Group (SMG) forecasters. Phase I of the task established the technical feasibility of developing an objective, observations-based tool for short-range anvil forecasting. The AMU was subsequently tasked to develop short-term anvil forecasting tools to improve predictions of the threat of triggered lightning to space launch and landing vehicles. Under the Phase II effort, the AMU developed a nowcasting anvil threat sector tool, which provided the user with a threat sector based on the most current radiosonde upper wind data from a co-located or upstream station. The Phase II Anvil Threat Sector Tool computes the average wind speed and direction in the layer between 300 and 150 mb from the latest radiosonde for a user-designated station. The following threat sector properties are consistent with the propagation and lifetime characteristics of thunderstorm anvil clouds observed over Florida and its coastal waters (Short et al. 2002): a) 20 n mi standoff circle, b) 30 degree sector width, c) Orientation given by 300 to 150 mb average wind direction, d) 1-, 2-, and 3- hour arcs in upwind direction, and e) Arc distances given by 300 to 150 mb average wind speed. Figure 1 is an example of the MIDDS Anvil Threat Sector tool overlaid on a visible satellite image at 2132 UTC 13 May 2001. Space Launch Complex 39A was selected as the center point and the Anvil Threat Sector was determined from upper-level wind data at 1500 UTC in the preconvective environment. Narrow thunderstorm anvil clouds extend from central Florida to the space launch and landing facilities at the Kennedy Space Center (KSC) and Cape Canaveral Air Force Station (CCAFS) and beyond. The anvil clouds were generated around 1930 UTC (1430 EDT) by thunderstorm activity over central Florida and transported 90 n mi east-northeastward within 2 hours, as diagnosed by the anvil forecast tool. Phase III, delivered in February 2003, built upon the results of Phase II by enhancing the Anvil Threat Sector Tool with the capability to use national model forecast winds for depiction of potential anvil lengths and orientations over the KSC/CCAFS area with lead times from 3 through 168 hours (7 days). In September 2003, AMU customers requested the capability to use data from the KSC 50 MHz Doppler Radar Wind Profiler (DRWP) in the Anvil Threat Sector Tool and this capability was delivered by the AMU in December 2003. In March 2005, the AMU was tasked to migrate the MIDDS Anvil Threat Sector Tool capabilities onto the Advanced Weather Interactive Processing System (AWIPS) as the Anvil Threat Corridor Forecast Tool.

Bauman, William H., III↗
NASA NTRS1990

United States launch vehicle systems

United States policy for national space launch capability provides for a balanced mix of launches, utilizing the Space Shuttle and Expendable Launch Vehicles (ELVs). The current mixed fleet includes the Space Shuttle and four expendable launch vehicles - Titan, Atlas, Delta, and Scout. New small class launch vehicles, including Pegasus, are in development. In addition, studies are underway to assure that the United States has cost-effective, reliable access to space, heavy-lift launch capability, and a new manned spacecraft after the current Space Shuttle reaches the end of its operational life. This paper highlights the current capabilities of the mixed fleet and summarizes the plans for new or modified United States launch vehicles through the first decade of the next century.

Krause, Robert B.↗
NASA NTRS2009

Flight and Integrated Vehicle Testing: Laying the Groundwork for the Next Generation of Space Exploration Launch Vehicles

Integrated vehicle testing will be critical to ensuring proper vehicle integration of the Ares I crew launch vehicle and Ares V cargo launch vehicle. The Ares Projects, based at Marshall Space Flight Center in Alabama, created the Flight and Integrated Test Office (FITO) as a separate team to ensure that testing is an integral part of the vehicle development process. As its name indicates, FITO is responsible for managing flight testing for the Ares vehicles. FITO personnel are well on the way toward assembling and flying the first flight test vehicle of Ares I, th Ares I-X. This suborbital development flight will evaluate the performance of Ares I from liftoff to first stage separation, testing flight control algorithms, vehicle roll control, separation and recovery systems, and ground operations. Ares I-X is now scheduled to fly in summer 2009. The follow-on flight, Ares I-Y, will test a full five-segment first stage booster and will include cryogenic propellants in the upper stage, an upper stage engine simulator, and an active launch abort system. The following flight, Orion 1, will be the first flight of an active upper stage and upper stage engine, as well as the first uncrewed flight of an Orion spacecraft into orbit. The Ares Projects are using an incremental buildup of flight capabilities prior to the first operational crewed flight of Ares I and the Orion crew exploration vehicle in 2015. In addition to flight testing, the FITO team will be responsible for conducting hardware, software, and ground vibration tests of the integrated launch vehicle. These efforts will include verifying hardware, software, and grou handling interfaces. Through flight and integrated testing, the Ares Projects will identify and mitigate risks early the United States prepares to take its next giant leaps to the Moon and beyond.

Taylor, Jim↗
NASA NTRS2009

Flight and Integrated Vehicle Testing: Laying the Groundwork for the Next Generation of Space Exploration Launch Vehicles

Integrated vehicle testing will be critical to ensuring proper vehicle integration of the Ares I crew launch vehicle and Ares V cargo launch vehicle. The Ares Projects, based at Marshall Space Flight Center in Alabama, created the Flight and Integrated Test Office (FITO) as a separate team to ensure that testing is an integral part of the vehicle development process. As its name indicates, FITO is responsible for managing flight testing for the Ares vehicles. FITO personnel are well on the way toward assembling and flying the first flight test vehicle of Ares I, the Ares I-X. This suborbital development flight will evaluate the performance of Ares I from liftoff to first stage separation, testing flight control algorithms, vehicle roll control, separation and recovery systems, and ground operations. Ares I-X is now scheduled to fly in summer 2009. The follow-on flight, Ares I-Y, will test a full five-segment first stage booster and will include cryogenic propellants in the upper stage, an upper stage engine simulator, and an active launch abort system. The following flight, Orion 1, will be the first flight of an active upper stage and upper stage engine, as well as the first uncrewed flight of an Orion spacecraft into orbit. The Ares Projects are using an incremental buildup of flight capabilities prior to the first operational crewed flight of Ares I and the Orion crew exploration vehicle in 2015. In addition to flight testing, the FITO team will be responsible for conducting hardware, software, and ground vibration tests of the integrated launch vehicle. These efforts will include verifying hardware, software, and ground handling interfaces. Through flight and integrated testing, the Ares Projects will identify and mitigate risks early as the United States prepares to take its next giant leaps to the Moon and beyond.

Taylor, J. L.↗
NASA NTRS1999

The Wallops Flight Facility Model for an Integrated Federal/Commercial Launch Range

Historically, the federal government has been the predominant purchaser of space launches in the United States. The government met its needs through purchase of hardware and services. It also provided the infrastructure necessary to conduct launch operations through federal launch ranges, both military and NASA. Under this model, the government had the complete ownership, responsibility, liability, and expense for launch activities. As the commercial space sector grew, there emerged a corresponding growth in demand for launch range services. However, the expense and complexity of activities has thus far deterred a rapid rise in the establishment of purely commercial launch sites. In this context, purely commercial is defined as "without benefit of capabilities provided by the federal government." Consistent with the Commercial Space Launch Act, in recent years NASA and the Air Force have supported commercial launches from government launch ranges on a cost-reimbursable, non-interference basis. In this mode the commercial launch service providers contract with the government to provide services including use of facilities, tracking and data services, and range safety. As the commercial market projections began to show significant opportunities for economic development, several states established spaceports to provide the services necessary to meet these projected commercial needs. In 1997, NASA agreed to the establishment of the Virginia Space Flight Center (VSFC) at the Wallops Flight Facility. Under this arrangement, NASA agreed to allow Virginia Commercial Space Flight Authority (VCSFA) to construct facilities on NASA property and agreed to provide services in accordance with the Space Act of 1958 and the Commercial Space Launch Act of 1984 (as amended) to support VSFC launch customers. The relationship between NASA and VCSFA, however, has evolved beyond a customer supplier relationship. A partnership relationship has emerged which pairs the strengths of the established NASA test range and the state-sponsored, commercial launch facility provider, in an attempt to satisfy the needs for flexible, low-cost access to space. Furthermore, the future of the NASA/Wallops Test Range is closely linked with the success of VCSFA in promoting commercial launches from Wallops. This paper will describe the changing paradigm of the federal launch range and the unique aspects of the NASA/Wallops Facility relationship with VCSFA. Discussion will include institutional cost-sharing, business development and marketing, joint educational programs, and strategic planning.

Underwood, Bruce E.↗