SEARCH · Engineering Papers
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
The integrated application of reliability, failure effects and system simulator methods in establishing the airworthiness of a flight critical digital flight control system (DFCS) is demonstrated. The emphasis was on the mutual reinforcement of the methods in demonstrating the system safety.
A methodology and attendant computer code have been developed and are described to computationally simulate the uncertain behavior of composite structures. The uncertain behavior includes buckling loads, stress concentration factors, displacements, stress/strain etc., which are the consequences of the inherent uncertainties (scatter) in the primitive (independent random) variables (constituent, ply, laminate and structural) that describe the composite structures. The computer code, IPACS (Integrated Probabilistic Assessment of Composite Structures), can handle both composite mechanics and composite structures. Application to probabilistic composite mechanics is illustrated by its uses to evaluate the uncertainties in the major Poisson's ratio and in laminate stiffness and strength. IPACS application to probabilistic structural analysis is illustrated by its use to evaluate the uncertainties in the buckling of a composite plate, in the stress concentration factor in a composite panel and in the vertical displacement and ply stress in a composite aircraft wing segment.
Impact at management level: Qualitative assessment of risk criticality in conjunction with risk consequence, likelihood, and severity enable development of an "investment policy" towards managing a portfolio of risks. Impact at research level: Quantitative risk assessments enable researchers to develop risk mitigation strategies with meaningful risk reduction results. Quantitative assessment approach provides useful risk mitigation information.
The design of a human rated spacecraft is a complex and costly process requiring the integrated assessment of many individual criteria. Historically, it has been difficult to include in that integrated assessment the design s full impact on the flight operations community and its costs. The unique "operability requirements" have not been well understood, nor has there been a well-defined set of criteria for assessing operability. As a result, flight operations organizations and program managers are often faced with difficult and costly operations phase implementations. In response, the Mission Operations Directorate at NASA s Lyndon B. Johnson Space Center has established a formal technique to evaluate and communicate the operational characteristics of spacecraft system designs for the Constellation Program. This process is not intended to replace or replicate other critical assessments such as risk, reliability and safety assessments. Instead, this new technique adds to the assessment toolset a means to address the concerns and potential cost drivers that are unique to the operational phase of a program and the flight operations community. This paper describes the implementation and application of this "Spacecraft Flight Operability Assessment Scale" in supporting vehicle design efforts. The six key factors of flight operability are defined, with guiding principles and goals stated for each factor. A standardized rating technique provides feedback that is useful to both the operations and program management communities. Sample assessments of legacy spacecraft, including the Space Shuttle and International Space Station systems, are provided to provide real world examples of this technique s application.
Fiber optic links are being considered to transmit digital and analog signals in phased array antenna feed networks in space communications systems. The radiating elements in these arrays will be GaAs monolithic microwave integrated circuits (MMIC's) in numbers ranging from a few hundred to several thousand. If such optical interconnects are to be practical it appears essential that the associated components, including detectors, be monolithically integrated on the same chip as the microwave circuitry. The general issue of monolithic integration of microwave and optoelectronic components is addressed from the point of view of fabrication technology and compatibility. Particular attention is given to the fabrication technology of various types of GaAs optical detectors that are designed to operate at a wavelength of 830 nm.
Fiber optic links are being considered to transmit digital and analog signals in phased array antenna feed networks in space communications systems. The radiating elements in these arrays will be GaAs monolithic microwave integrated circuits (MMIC's) in numbers ranging from a few hundred to several thousand. If such optical interconnects are to be practical it appears essential that the associated components, including detectors, be monolithically integrated on the same chip as the microwave circuitry. The general issue of monolithic integration of microwave and optoelectronic components is addressed from the point of view of fabrication technology and compatibility. Particular attention is given to the fabrication technology of various types of GaAs optical detectors that are designed to operate at a wavelength of 830 nm.
The need for smaller lightweight autonomous power systems has recently increased with the increasing focus on micro- and nanosatellites. Small area high-efficiency thin film batteries and solar cells are an attractive choice for such applications. The NASA Glenn Research Center, Johns Hopkins Applied Physics Laboratory, Lithium Power Technologies, MicroSat Systems, and others, have been working on the development of autonomous monolithic packages combining these elements or what are called integrated power supplies (IPS). These supplies can be combined with individual satellite components and are capable of providing continuous power even under intermittent illumination associated with a spinning or Earth orbiting satellite. This paper discusses the space mission applicability, benefits, and current development efforts associated with integrated power supply components and systems. The characteristics and several mission concepts for an IPS that combines thin-film photovoltaic power generation with thin-film lithium ion energy storage are described. Based on this preliminary assessment, it is concluded that the most likely and beneficial application of an IPS will be for small "nanosatellites" or in specialized applications serving as a decentralized or as a distributed power source or uninterruptible power supply.
We present the Representative Temperature and Precipitation (T&P) GCM Subsetting Approach developed within the Agricultural Model Intercomparison and Improvement Project (AgMIP) to select a practical subset of global climate models (GCMs) for regional integrated assessment of climate impacts when resource limitations do not permit the full ensemble of GCMs to be evaluated given the need to also focus on impacts sector and economics models. Subsetting inherently leads to a loss of information but can free up resources to explore important uncertainties in the integrated assessment that would otherwise be prohibitive. The Representative T&P GCM Subsetting Approach identifies five individual GCMs that capture a profile of the full ensemble of temperature and precipitation change within the growing season while maintaining information about the probability that basic classes of climate changes (relatively cool/wet, cool/dry, middle, hot/wet, and hot/dry) are projected in the full GCM ensemble. We demonstrate the selection methodology for maize impacts in Ames, Iowa, and discuss limitations and situations when additional information may be required to select representative GCMs. We then classify 29 GCMs over all land areas to identify regions and seasons with characteristic diagonal skewness related to surface moisture as well as extreme skewness connected to snow-albedo feedbacks and GCM uncertainty. Finally, we employ this basic approach to recognize that GCM projections demonstrate coherence across space, time, and greenhouse gas concentration pathway. The Representative T&P GCM Subsetting Approach provides a quantitative basis for the determination of useful GCM subsets, provides a practical and coherent approach where previous assessments selected solely on availability of scenarios, and may be extended for application to a range of scales and sectoral impacts.
Science and technology applications for the Moon have not fully kept pace with technical advancements in sensor development and analytical information extraction capabilities. Appropriate unanswered questions for the Moon abound, but until recently there has been little motivation to link sophisticated technical capabilities with specific measurement and analysis projects. Over the last decade enormous technical progress has been made in the development of (1) CCD photometric array detectors; (2) visible to near-infrared imaging spectrometers; (3)infrared spectroscopy; (4) high-resolution dual-polarization radar imaging at 3.5, 12, and 70 cm; and equally important (5) data analysis and information extraction techniques using compact powerful computers. Parts of each of these have been tested separately, but there has been no programmatic effort to develop and optimize instruments to meet lunar science and resource assessment needs (e.g., specific wavelength range, resolution, etc.) nor to coordinate activities so that the symbiotic relation between different kinds of data can be fully realized. No single type of remotely acquired data completely characterizes the lunar environment, but there has been little opportunity for integration of diverse advanced sensor data for the Moon. Two examples of technology concepts for lunar measurements are given. Using VIS/near-IR spectroscopy, the mineral composition of surface material can be derived from visible and near-infrared radiation reflected from the surface. The surface and subsurface scattering properties of the Moon can be analyzed using radar backscattering imaging.
The International Space Station, ISS, is a growing vehicle. The ISS configuration changes internally and externally with each ISS flight. Each flight adds resources and capabilities such as docking/berthing ports, power, stowage volume, heat rejection, and data processing capability. The configuration, capabilities and performance characteristics of the vehicle will be in flux until assembly complete. At the same time the knowledge about what is required to support humans involved in long duration space flight is also being greatly expanded. In addition to the changes occurring on-orbit, the situation on the ground is also very dynamic. Proposals for new ISS elements, proposed deletions of elements, changes to the ISS requirements, and changes to the planned configuration are always under evaluation. Furthermore, budgetary issues have driven the need to explore alternative options for the ISS . This environment has made the role of the technical integrator in the ISS program unique in that the baseline against which proposals are evaluated is always changing. The nature of the International Space Station Program adds another dimension to the integrators task. ISS program activities are spread across several centers: KSC, MSFC, GRC, DFRC, ARC and JSc. There are six International Partners/participants each with their own unique organizations. The prime contractor is in Texas, California and Alabama. And, the Space Shuttle Program as the launch vehicle provider is another major interface. In spite of the fluidity of the technical baseline, projections and organizational complexity, in the course of evaluating proposals and producing feasibility assessments there are factors, which frequently emerge as significant. These factors tend to be the limiting conditions when they come into play. The finite resources, which tend to limit the options for ISS are: upmass, life support and crew rescue capability, crew time, utilities, exercise equipment, and docking/berthing ports. Upmass requirements need to be developed for each option proposed. Short term and long term impacts to upmass are the result of the implementation and long term operations. The upmass requirements need to be met by the existing launch vehicles and any change in flight rate will be a significant cost driver. In addition, when any item is brought to the ISS careful consideration must be given to the on-board stowage and crew time available to unpack, transfer, stow and use these items. If stowage is not available then something must be returned, use of non-standard stowage negotiated or the item in question stays on the ground. Additional crew time requirements will impact available utilization time or crew off-duty time. When the human element is affected, such as, by increasing the number of crew members or changing the duration of the crew stay (longer or shorter) there is an additional set of factors that come into play. The main considerations are: rescue capability, exercise requirements and availability of equipment, resupply, and life support capability.
A pre-launch debris inspection of the pad and Shuttle vehicle was conducted on 2 March 1994. The detailed walkdown of Launch Pad 39B and MLP-1 also included the primary flight elements OV-102 Columbia (16th flight), ET-62 (LWT 55), and BI-064 SRB's. There were no significant facility or vehicle anomalies. After the launch on March 4th, a debris inspection of Pad 39B was performed. Damage to the pad overall was minimal. On-orbit photographs taken by the flight crew and two films from the ET/ORB umbilical cameras of the External Tank after separation from the Orbiter revealed no major damage or lost flight hardware that would have been a safety of flight concern. Orbiter performance on final approach appeared normal. Infrared imagery of landing gear deployment showed the loss of thermal barrier from the nose gear wheel well. The missing thermal barrier material was not recovered. The Solid Rocket Boosters were inspected at Hanger AF after retrieval. Both frustums had a combined total of 44 MSA-2 debonds over fasteners. Significant amounts of BTA had been applied to closeouts on the RH frustum, forward skirt, and aft skirt. Hypalon paint was blistered/missing over the areas were the BTA had been applied. The underlying BTA was not sooted (IFA STS-62-B-1). Investigation of this condition has concluded there was insufficient heat rates to cause blistering of the Hypalon until late in the ascent phase. A post landing inspection of OV-102 was conducted after the landing at KSC. The Orbiter TPS sustained a total of 97 hits, of which 16 had a major dimension of 1 inch or larger. The Orbiter lower surface had a total of 36 hits, of which 7 had a major dimension of 1 inch or larger. Based on these numbers and comparison to statistics from previous missions of similar configuration, both the total number of debris hits and the number of hits 1 inch or larger was less than average. Six thermal barriers, total size approximately 36 in. x 3 in. x 1.5 in., and one corner tile piece 4 in. x 4 in., were missing from the nose landing gear doors. Runway infrared cameras recorded these objects falling from the Orbiter when the nose landing gear doors were opened on final approach. A search of the area under the flight path failed to recover the missing thermal batteries, which may be submerged in the large body of water south of the runway. The cause for the loss of the material was attributed to the way the substrate was prepared for bonding at the vendor. Orbiter post landing microchemical sample results revealed a variety of residuals in the Orbiter window samples. These were attributed to SRB BSM exhaust, Orbiter TPS, window protective covers and processing, natural landing site products, and paints/primers from various sources. The residual sampling data do not indicate a single source of damaging debris and all of these materials have been documented previously in analyses for post landing sample reports. Data from residual sampling also showed no trends when compared to previous mission data. A total of ten Post Launch Anomalies, including one IFA, were observed during the STS-62 mission assessment.
Explore the source record for details and available documents.
A detailed description and evaluation of nondestructive evaluation (NDE) methods are given which have application to space shuttle vehicles. Appropriate NDE design data is presented in twelve specifications in an appendix. Recommendations for NDE development work for the space shuttle program are presented.
A study program was conducted to determine the nondestructive evaluation (NDE) requirements and to develop a preliminary nondestructive evaluation manual for the entire space shuttle vehicle. The rationale and guidelines for structural analysis and NDE requirements development are discussed. Recommendations for development of NDE technology for the orbiter thermal protection system and certain structural components are included. Recommendations to accomplish additional goals toward space shuttle inspection are presented.
Potential nondestructive evaluation (NDE) requirements for the space shuttle vehicle during structural inspection in the refurbishment/turnaround period, are defined. Data are given on NDE limitations and defect characterization by the process. Special attention was given to the determination of fatigue cracks, stress corrosion cracks, corrosion, and adhesive disbonds of airframes.
The current state of the technology in flywheel storage systems and ancillary components, the technology in light of future requirements, and technology development needs to rectify these shortfalls were identified. Technology efforts conducted in Europe and in the United States were reviewed. Results of developments in composite material rotors, magnetic suspension systems, motor/generators and electronics, and system dynamics and control were presented. The technology issues for the various disciplines and technology enhancement scenarios are discussed. A summary of the workshop, and conclusions and recommendations are presented.
Results are reported of an experimental study tracing the influence of externally applied shear stresses on the acoustic properties in the bondline region. The changes in the acoustic properties with a change in the temperature of the test samples are measured. The results of these tests are employed to evaluate the quality of the adhesive bonds. The dependence of time-of-flight on the temperature of plain steel and of steel adhesively bonded to rubber is illustrated in graphic form.