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The MMS mission was launched on March 13, 2015 aboard an Atlas V rocket from Space Launch Complex 40, Cape Canaveral, Florida Each of the four observatories were successfully released at five minute intervals spinning at 3 rpm approximately 1.5 hours after launch.
A primary goal of all major space faring nations is to explore space: from the Earth with telescopes, with robotic probes and space telescopes, and with humans. For the US National Aeronautics and Space Administration (NASA), this pursuit is captured in three important strategic goals: 1. Ascertain the content, origin, and evolution of the solar system and the potential for life elsewhere, 2. Extend and sustain human activities across the solar system (especially the surface of Mars), and 3. Create innovative new space technologies for exploration, science, and economic future. While specific missions and destinations are still being discussed as to what comes first, it is imperative for NASA that it foster the development and implementation of new technologies and approaches that make space exploration affordable and sustainable. Critical to achieving affordable and sustainable human exploration beyond low Earth orbit (LEO) is the development of technologies and systems to identify, extract, and use resources in space instead of bringing everything from Earth. To reduce the development and implementation costs for space resource utilization, often called In Situ Resource Utilization (ISRU), it is imperative to work with terrestrial mining companies to spin-in/spin-off technologies and capabilities, and space mining companies to expand our economy beyond Earth orbit. In the last two years, NASA has focused on developing and implementing a sustainable human space exploration program with the ultimate goal of exploring the surface of Mars with humans. The plan involves developing technology and capability building blocks critical for sustained exploration starting with the Space Launch System (SLS) and Orion crew spacecraft and utilizing the International Space Station as a springboard into the solar system. The evolvable plan develops and expands human exploration in phases starting with missions that are reliant on Earth, to performing ever more challenging and longer duration missions in cis-lunar space and beyond, to eventually being independent from Earth. The goal is no longer just to reach a destination, but to enable people to work, learn, operate, and live safely beyond the Earth for extended periods of time, ultimately in ways that are more sustainable and even indefinite.
This paper outlines the best practices of the Vehicle Design Team for VIPA. VIPA is the Vehicle Integrated Performance Analysis Team at MSFC. This team was created to reconnect the individual engineering disciplines to be able to perform system level technical assessments in support of program decisions. The functions of the VIPA Vehicle Design (VVD) discipline team are to maintain the controlled reference geometry and provide linked, simplified geometry for each of the other discipline analyses. The core of the VVD work, and the approach for VVD s first task of controlling the reference geometry, involves systems engineering, top-down, layout-based CAD modeling within a Product Data Manager (PDM) development environment. The topdown approach allcws for simple contrnl of very large, integrated assemblies and greatly enhances the ability to generate trade configurations and reuse data. The second W D task, model simplification for analysis, is handled within the managed environment through application of the master model concept. In this approach, there is a single controlling, or master, product definition dataset. Connected to this master model are reference datasets with live geometric and expression links. The referenced models can be for drawings, manufacturing, visualization, embedded analysis, or analysis simplification. A discussion of web based interaction, including visualization, between the design and other disciplines is included. Demonstrated examples are cited, including the Space Launch Initiative development cycle, the Saturn V systems integration and verification cycle, an Orbital Space Plane study, and NASA Exploration Office studies of Shuttle derived and clean sheet launch vehicles. The VIPA Team has brought an immense amount of detailed data to bear on program issues. A central piece of that success has been the Managed Development Environment and the VVD Team approach to modeling.
This paper outlines the best practices of the Vehicle Design Team for VIPA. The functions of the VIPA Vehicle Design (VVD) discipline team are to maintain the controlled reference geometry and provide linked, simplified geometry for each of the other discipline analyses. The core of the VVD work, and the approach for VVD s first task of controlling the reference geometry, involves systems engineering, top-down, layout-based CAD modeling within a Product Data Manager (PDM) development environment. The top- down approach allows for simple control of very large, integrated assemblies and greatly enhances the ability to generate trade configurations and reuse data. The second VVD task, model simplification for analysis, is handled within the managed environment through application of the master model concept. In this approach, there is a single controlling, or master, product definition dataset. Connected to this master model are reference datasets with live geometric and expression links. The referenced models can be for drawings, manufacturing, visualization, embedded analysis, or analysis simplification. A discussion of web based interaction, including visualization, between the design and other disciplines is included. Demonstrated examples are cited, including the Space Launch Initiative development cycle, the Saturn V systems integration and verification cycle, an Orbital Space Plane study, and NASA Exploration Office studies of Shuttle derived and clean sheet launch vehicles. The VIPA Team has brought an immense amount of detailed data to bear on program issues. A central piece of that success has been the Managed Development Environment and the VVD Team approach to modeling.
There are several challenges associated with the scheduled integrated modal test (IMT)of the Space Launch System (SLS) Artemis-1flight vehicle mounted on the mobile launcher (ML). While the goal of the test is to characterize the Artemis-1, the inclusion of the ML as the support stand for the test means that the entire system must be well characterized. A considerable amount of effort and schedule will have to be devoted to understanding both the test stand (the ML) and the Artemis-1 flight vehicle, and there is a risk that the effort may not be completed in time for a successful launch. NASA has requested that alternative methods be investigated to generate test results that can remove the effects of the ML from the test. ATA Engineering, Inc., (ATA)was given a reduced model f theArtemis-1 flight vehicle’s IMT configuration containing the candidate set of accelerometers and interface degrees of freedom (DOF). The model was used to determine how well ATA’s fixed base correction technique is able to estimate fixed base modes from test data collected on the IMT. This paper presents the fixed base correction method results.
Future launch vehicle programs for automated space missions, discussing higher launch velocities and economics
The current cost to launch payloads to low earth orbit (LEO) is approximately loo00 U.S. dollars ($) per pound ($22000 per kilogram). This high cost limits our ability to pursue space science and hinders the development of new markets and a productive space enterprise. This enterprise includes NASA's space launch needs and those of industry, universities, the military, and other U.S. government agencies. NASA's Advanced Space Transportation Program (ASTP) proposes a vision of the future where space travel is as routine as in today's commercial air transportation systems. Dramatically lower launch costs will be required to make this vision a reality. In order to provide more affordable access to space, NASA has established new goals in its Aeronautics and Space Transportation plan. These goals target a reduction in the cost of launching payloads to LEO to $lo00 per pound ($2200 per kilogram) by 2007 and to $100'~ per pound by 2025 while increasing safety by orders of magnitude. Several programs within NASA are addressing innovative propulsion systems that offer potential for reducing launch costs. Various air-breathing propulsion systems currently are being investigated under these programs. The NASA Aerospace Propulsion and Power Base Research and Technology Program supports long-term fundamental research and is managed at GLenn Research Center. Currently funded areas relevant to space transportation include hybrid hyperspeed propulsion (HHP) and pulse detonation engine (PDE) research. The HHP Program currently is addressing rocket-based combined cycle and turbine-based combined cycle systems. The PDE research program has the goal of demonstrating the feasibility of PDE-based hybrid-cycle and combined cycle propulsion systems that meet NASA's aviation and access-to-space goals. The ASTP also is part of the Base Research and Technology Program and is managed at the Marshall Space Flight Center. As technologies developed under the Aerospace Propulsion and Power Base Research and Technology Program mature, they are incorporated into ASTP. One example of this is rocket-based combined cycle systems that are being considered as part of ASTP. The NASA Ultra Efficient Engine Technology (UEET) Program has the goal of developing propulsion system component technology that is relevant to a wide range of vehicle missions. In addition to subsonic and supersonic speed regimes, it includes the hypersonic speed regime. More specifically, component technologies for turbine-based combined cycle engines are being developed as part of UEET.
Spray-on foam insulation (SOFI) has been developed for use on the cryogenic tanks of space launch vehicles beginning in the 1960s with the Apollo program. The use of SOFI was further developed for the Space Shuttle program. The External Tank (ET) of the Space Shuttle, consisting of a forward liquid oxygen tank in line with an aft liquid hydrogen tank, requires thermal insulation over its outer surface to prevent ice formation and avoid in-flight damage to the ceramic tile thermal protection system on the adjacent Orbiter. The insulation also provides system control and stability with throughout the lengthy process of cooldown, loading, and replenishing the tank. There are two main types of SOFI used on the ET: acreage (with the rind) and closeout (machined surface). The thermal performance of the seemingly simple SOFI system is a complex of many variables starting with the large temperature difference of from 200 to 260 K through the typical 25-mm thickness. Environmental factors include air temperature and humidity, wind speed, solar exposure, and aging or weathering history. Additional factors include manufacturing details, launch processing operations, and number of cryogenic thermal cycles. The study of the cryogenic thermal performance of SOFI under large temperature differentials is the subject of this article. The amount of moisture taken into the foam during the cold soak phase, termed Cryogenic Moisture Uptake, must also be considered. The heat leakage rates through these foams were measured under representative conditions using laboratory standard liquid nitrogen boiloff apparatus. Test articles included baseline, aged, and weathered specimens. Testing was performed over the entire pressure range from high vacuum to ambient pressure. Values for apparent thermal conductivity and heat flux were calculated and compared with prior data. As the prior data of record was obtained for small temperature differentials on non-weathered foams, analysis of the different methods is provided. Recent advancements and applications of SOFI systems on future launch vehicles and spacecraft are also addressed.
This is an exciting time in the space launch market. We have providers developing various reuse concepts to help drive continued cost reductions in access to space. At the same time visions of a future marketplace in space are emerging that have energized the community to move toward economically viable space-based ventures. This paper explores the intersection of these two developments. Specifically, we focus on the underlying technologies developed for ULA’s Sensible, Modular, Autonomous Return Technology (SMART) approach to reuse and the intersection with needs in the cislunar marketplace. ULA has been working with NASA Langley Research Center on maturing their Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology into the Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) technology demonstration mission scheduled to fly with the JPSS-2 Launch in 2022, and have honed in on a 6m diameter HIAD for that application. These efforts, under the NASA Space Act Agreements (SAA), have helped identify elements requiring further development for SMART Reuse, which could also benefit other potential mission infusion opportunities. This has proved to be a very fruitful collaboration as these aspects have evolved. The paper further delves into applications across commercial space and NASA’s Space Exploration mandate, in addition to the reusable launch vehicle applications.
The Space Launch System (SLS) and its Mobile Launcher (ML) will be transported to the launch pad via the Crawler-Transporter (CT) system. Rollout (i.e., transportation) loads produce structural loads on the integrated SLS/Orion Multi-Purpose Crew Vehicle (MPCV) launch vehicle which are of a concern with respect to fatigue. As part of the risk reduction process and in addition to the modal building block test approach that has been adopted by the SLS Program, acceleration data will be obtained during rollout for use in modal parameter estimation. There are several occurrences where the ML/CT will be transported either into the Vertical Assembly Building (VAB) or to the launch pad and back without the SLS stack as part of the Kennedy Space Center (KSC) Exploration Ground Systems (EGS) Integrated Test and Checkout (ITCO). NASA KSC EGS has instrumentation installed on both the ML and CT to record data during rollout, at the launch pad, and during liftoff. The EGS instrumentation on the ML, which includes accelerometers, is referred to as the Sensor Data Acquisition System (SDAS). The EGS instrumentation on the CT, which also includes accelerometers, is referred to as the CT Data Acquisition System (CTDAS). The forces and accelerations applied to the ML and CT during a rollout event will be higher than any of the planned building block modal tests. This can be very beneficial in helping identify nonlinear behavior in the structure. Developing modal parameters from the same test hardware in multiple boundary conditions and under multiple levels of excitation is a key step in developing a well correlated FEM. The purpose of this study was three fold. First, determine the target modes of the ML/CT in its rollout configuration. Second, determine if the test degrees of freedom (DOF) corresponding to the layout of the SDAS/CTDAS accelerometers (i.e. position and orientation) is sufficient to identify the target modes. Third, determine if the Generic Rollout Forcing Functions (GRFF's) is sufficient for identifying the ML/CT target modes accounting for variations in CT speed, modal damping, and sensor/ambient background noise levels. The finding from the first part of this study identified 28 target modes of the ML/CT rollout configuration based upon Modal Effective Mass Fractions (MEFF) and engineering judgement. The finding from the second part of this study showed that the SDAS/CTDAS accelerometers (i.e. position and orientation) are able to identify a sufficient number of the target modes to support model correlation of the ML/CT FEM. The finding from the third part of this study confirms the GRFFs sufficiently excite the ML/CT such that varying quantities of the defined target modes should be able to be extracted when utilizing an Experimental Modal Analysis (EMA) Multi-Input Multi-Output (MIMO) analysis approach. An EMA analysis approach was used because Operational Modal Analysis (OMA) tools were not available and the GRFFs were sufficiently uncorrelated. Two key findings from this third part of the study are that the CT speed does not show a significant impact on the ability to extract the modal parameters and that keeping the ambient background noise observed at each accelerometer location at or below 30 µgrms is essential to the success of this approach.
The Transformational Concept of Operations (CONOPS) provides a long-term, sustainable vision for future U.S. space transportation infrastructure and operations. This vision presents an interagency concept, developed cooperatively by the Department of Defense (DoD), the Federal Aviation Administration (FAA), and the National Aeronautics and Space Administration (NASA) for the upgrade, integration, and improved operation of major infrastructure elements of the nation s space access systems. The interagency vision described in the Transformational CONOPS would transform today s space launch infrastructure into a shared system that supports worldwide operations for a variety of users. The system concept is sufficiently flexible and adaptable to support new types of missions for exploration, commercial enterprise, and national security, as well as to endure further into the future when space transportation technology may be sufficiently advanced to enable routine public space travel as part of the global transportation system. The vision for future space transportation operations is based on a system-of-systems architecture that integrates the major elements of the future space transportation system - transportation nodes (spaceports), flight vehicles and payloads, tracking and communications assets, and flight traffic coordination centers - into a transportation network that concurrently accommodates multiple types of mission operators, payloads, and vehicle fleets. This system concept also establishes a common framework for defining a detailed CONOPS for the major elements of the future space transportation system. The resulting set of four CONOPS (see Figure 1 below) describes the common vision for a shared future space transportation system (FSTS) infrastructure from a variety of perspectives.
Among 2011's many accomplishments, we safely retired the Space Shuttle Program after 30 incredible years; completed the International Space Station and are taking steps to enable it to reach its full potential as a multi-purpose laboratory; and helped to expand scientific knowledge with missions like Aquarius, GRAIL, and the Mars Science Laboratory. Responding to national budget challenges, we are prioritizing critical capabilities and divesting ourselves of assets no longer needed for NASA's future exploration programs. Since these facilities do not have to be maintained or demolished, the government saves money. At the same time, our commercial partners save money because they do not have to build new facilities. It is a win-win for everyone. Moving forward, 2012 will be even more historically significant as we celebrate the 50th Anniversary of Kennedy Space Center. In the coming year, KSC will facilitate commercial transportation to low-Earth orbit and support the evolution of the Space Launch System and Orion crew vehicle as they ready for exploration missions, which will shape how human beings view the universe. While NASA's Vision is to lead scientific and technological advances in aeronautics and space for a Nation on the frontier of discovery KSC's vision is to be the world's preeminent launch complex for government and commercial space access, enabling the world to explore and work in space. KSC's Mission is to safely manage, develop, integrate, and sustain space systems through partnerships that enable innovative, diverse access to space and inspires the Nation's future explorers.
Airbreathing launch vehicles continue to be a subject of great interest in the space access community. In particular, horizontal takeoff and horizontal landing vehicles are attractive with their airplane-like benefits and flexibility for future space launch requirements. The most promising of these concepts involve airframe integrated propulsion systems, in which the external undersurface of the vehicle forms part of the propulsion flowpath. Combining of airframe and engine functions in this manner involves all of the design disciplines interacting at once. Design and optimization of these configurations is a most difficult activity, requiring a multi-discipline process to analytically resolve the numerous interactions among the design variables. This paper describes the design and optimization of one configuration in this vehicle class, a lifting body with turbine-based low-speed propulsion. The integration of propulsion and airframe, both from an aero-propulsive and mechanical perspective are addressed. This paper primarily focuses on the design details of the preferred configuration and the analyses performed to assess its performance. The integration of both low-speed and high-speed propulsion is covered. Structural and mechanical designs are described along with materials and technologies used. Propellant and systems packaging are shown and the mission-sized vehicle weights are disclosed.
Airbreathing launch vehicles continue to be a subject of great interest in the space access community. In particular, horizontal takeoff and horizontal landing vehicles are attractive with their airplane-like benefits and flexibility for future space launch requirements. The most promising of these concepts involve airframe integrated propulsion systems, in which the external undersurface of the vehicle forms part of the propulsion flowpath. Combining of airframe and engine functions in this manner involves all of the design disciplines interacting at once. Design and optimization of these configurations is a most difficult activity, requiring a multi-discipline process to analytically resolve the numerous interactions among the design variables. This paper describes the design and optimization of one configuration in this vehicle class, a lifting body with turbine-based low-speed propulsion. The integration of propulsion and airframe, both from an aero-propulsive and mechanical perspective are addressed. This paper primarily focuses on the design details of the preferred configuration and the analyses performed to assess its performance. The integration of both low-speed and high-speed propulsion is covered. Structural and mechanical designs are described along with materials and technologies used. Propellant and systems packaging are shown and the mission-sized vehicle weights are disclosed.
The advent of the commercial space launch industry and NASA's more recent resumption of operation of Stennis Space Center's large test facilities after thirty years of contractor control resulted in a need for a non-proprietary data acquisition systems (DAS) software to support government and commercial testing. The software is designed for modularity and adaptability to minimize the software development effort for current and future data systems. An additional benefit of the software's architecture is its ability to easily migrate to other testing facilities thus providing future commonality across Stennis. Adapting the software to other Rocket Propulsion Test (RPT) Centers such as MSFC, White Sands, and Plumbrook Station would provide additional commonality and help reduce testing costs for NASA. Ultimately, the software provides the government with unlimited rights and guarantees privacy of data to commercial entities. The project engaged all RPT Centers and NASA's Independent Verification & Validation facility to enhance product quality. The design consists of a translation layer which provides the transparency of the software application layers to underlying hardware regardless of test facility location and a flexible and easily accessible database. This presentation addresses system technical design, issues encountered, and the status of Stennis development and deployment.
The advent of the commercial space launch industry and NASA's more recent resumption of operation of Stennis Space Center's large test facilities after thirty years of contractor control resulted in a need for a non-proprietary data acquisition system (DAS) software to support government and commercial testing. The software is designed for modularity and adaptability to minimize the software development effort for current and future data systems. An additional benefit of the software's architecture is its ability to easily migrate to other testing facilities thus providing future commonality across Stennis. Adapting the software to other Rocket Propulsion Test (RPT) Centers such as MSFC, White Sands, and Plumbrook Station would provide additional commonality and help reduce testing costs for NASA. Ultimately, the software provides the government with unlimited rights and guarantees privacy of data to commercial entities. The project engaged all RPT Centers and NASA's Independent Verification & Validation facility to enhance product quality. The design consists of a translation layer which provides the transparency of the software application layers to underlying hardware regardless of test facility location and a flexible and easily accessible database. This presentation addresses system technical design, issues encountered, and the status of Stennis' development and deployment.
NASA is developing the Space Launch System (SLS) for crewed exploration missions beyond low Earth orbit. Marshall Space Flight Center (MSFC) is designing rocket engines for the SLS Advanced Booster (AB) concepts being developed to replace the Shuttle-derived solid rocket boosters. One AB concept uses large, Rocket-Propellant (RP)-fueled engines that pose significant design challenges. The injectors for these engines require high performance and stable operation while still meeting aggressive cost reduction goals for access to space. Historically, combustion stability problems have been a critical issue for such injector designs. Traditional, empirical injector design tools and methodologies, however, lack the ability to reliably predict complex injector dynamics that often lead to combustion stability. Reliance on these tools alone would likely result in an unaffordable test-fail-fix cycle for injector development. Recently at MSFC, a massively parallel computational fluid dynamics (CFD) program was successfully applied in the SLS AB injector design process. High-fidelity reacting flow simulations were conducted for both single-element and seven-element representations of the full-scale injector. Data from the CFD simulations was then used to significantly augment and improve the empirical design tools, resulting in a high-performance, stable injector design.
The Customer Avionics Interface Development and Analysis (CAIDA) Lab supports the testing of the Launch Control System (LCS), NASA's command and control system for the Space Launch System (SLS), Orion Multi-Purpose Crew Vehicle (MPCV), and ground support equipment. The objectives of the year-long internship were to support day-to-day operations of the CAIDA Lab, create prelaunch and tracking displays for Orion's Exploration Flight Test 1 (EFT-1), and create a program to automate the creation of displays for SLS and MPCV to be used by CAIDA and the Record and Playback Subsystem (RPS).