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By NASA
2 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
NASA/Quincy Eggert The design and build of a unique NASA pod, produced to advance computer vision for autonomous aviation, was recently completed in-house at NASA’s Armstrong Flight Research Center in Edwards, California, by using the center’s unique fabrication capabilities. The pod is called the NASA Airborne Instrumentation for Real-world Video of Urban Environments (AIRVUE). NASA Armstrong can take an idea from a drawing to flight with help from the center’s Experimental Fabrication Shop.
NASA researcher James Cowart adds the top back onto the NASA Airborne Instrumentation for Real-world Video of Urban Environments (AIRVUE) sensor pod at NASA’s Armstrong Flight Research Center in Edwards, California, in late February 2024. The pod houses sensors, wiring and cameras. The AIRVUE pod was flown on a helicopter at NASA’s Kennedy Space Center in Florida and is used to collect data for future autonomous aircraft.NASA/Genaro Vavuris NASA subject matter experts developed the idea for the project, after which engineers drew up plans and selected materials. The Experimental Fabrication Shop received those plans and gathered the materials to fabricate the pod.
After the pod was built, it moved to NASA Armstrong’s Engineering Support Branch, where electronics technicians and other specialists installed instruments inside of it. Once completed, the pod went through a series of tests at NASA Armstrong to make sure it was safe to fly at NASA’s Kennedy Space Center in Florida on an Airbus H135 helicopter. The engineering team made final adjustments to ensure the pod would collect the correct data prior to installation. More about the design and fabrication process, and the pod’s capabilities, is available to view in a NASA video.
NASA researchers James Cowart and Elizabeth Nail add sensors, wiring and cameras, to the NASA Airborne Instrumentation for Real-world Video of Urban Environments (AIRVUE) sensor pod at NASA’s Armstrong Flight Research Center in Edwards, California, in late February 2024. The AIRVUE pod was flown on a helicopter at NASA’s Kennedy Space Center in Florida and is used to collect data for future autonomous aircraft.NASA/Genaro Vavuris Share
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Last Updated Nov 12, 2024 EditorDede DiniusContactTeresa Whitingteresa.whiting@nasa.gov Related Terms
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By NASA
Bone cellsNASA Malcolm O’Malley and his mom sat nervously in the doctor’s office awaiting the results of his bloodwork. This was no ordinary check-up. In fact, this appointment was more urgent and important than the SATs the seventeen-year-old, college hopeful had spent months preparing for and was now missing in order to understand his symptoms.
But when the doctor shared the results – he had off-the-charts levels of antibodies making him deathly allergic to shellfish – O’Malley realized he had more questions than answers. Like: Why is my immune system doing this? How is it working? Why is it reacting so severely and so suddenly (he’d enjoyed shrimp less than a year ago)? And why does the only treatment – an injection of epinephrine – have nothing to do with the immune system, when allergies appear to be an immune system problem? Years later, O’Malley would look to answer some of these questions while interning in the Space Biosciences Research Branch at NASA’s Ames Research Center in California’s Silicon Valley.
“Anaphylaxis is super deadly and the only treatment for it is epinephrine; and I remember thinking, ‘how is this the best we have?’ because epinephrine does not actually treat the immune system at all – it’s just adrenaline,” said O’Malley, who recently returned to his studies as a Ph.D. student of Biomedical Engineering at the University of Virginia (UVA) in Charlottesville. “And there’s a thousand side effects, like heart attacks and stroke – I remember thinking ‘these are worse than the allergy!’”
O’Malley’s curiosity and desire to better understand the mechanisms and connections between what triggers different immune system reactions combined with his interest in integrating datasets into biological insights inspired him to shift his major from computer science to biomedical engineering as an undergraduate student. With his recent allergy diagnosis and a lifelong connection to his aunt who worked at the UVA Heart and Vascular Center, O’Malley began to build a bridge between the immune system and heart health. By the time he was a senior in college, he had joined the Cardiac Systems Biology Lab, and had chosen to focus his capstone project on better understanding the role of neutrophils, a specific type of immune cell making up 50 to 70% of the immune system, that are involved in cardiac inflammation in high blood pressure and after heart attacks.
jsc2022e083018 (10/26/2022) — A preflight image of beating cardiac spheroid composed of iPSC-derived cardiomyocytes (CMs), endothelial cells (ECs), and cardiac fibroblasts (CFs). These cells are incubated and put under the microscope in space as part of the Effect of Microgravity on Drug Responses Using Heart Organoids (Cardinal Heart 2.0) investigation. Image courtesy of Drs. Joseph Wu, Dilip Thomas and Xu Cao, Stanford Cardiovascular Institute “The immune system is involved in everything,” O’Malley says. “Anytime there’s an injury – a paper cut, a heart attack, you’re sick – the immune system is going to be the first to respond; and neutrophils are the first responders.”
O’Malley’s work to determine what regulates the immune system’s interrelated responses – like how one cell could affect other cells or immune processes downstream – provided a unique opportunity for him to support multiple interdisciplinary NASA biological and physical sciences research projects during his 10-week internship at NASA Ames over the summer of 2024. O’Malley applied machine learning techniques to the large datasets the researchers were using from experiments and specimens collected over many years to help identify possible causes of inflammation seen in the heart, brain, and blood, as well as changes seen in bones, metabolism, the immune system, and more when humans or other model organisms are exposed to decreased gravity, social isolation, and increased radiation. These areas are of keen interest to NASA due to the risks to human health inherent in space exploration and the agency’s plans to send humans on long-duration missions to the Moon, Mars, and beyond.
“It’s exciting that we just never know what’s going to happen, how the immune system is going to react until it’s already been activated or challenged in some way,” said O’Malley. “I’m particularly interested in the adaptive immune system because it’s always evolving to meet new challenges; whether it’s a pandemic-level virus, bacteria or something on a mission to Mars, our bodies are going to have some kind of adaptive immune response.”
During his NASA internship, O’Malley applied a statistical analysis techniques to plot and make more sense of the massive amounts of life sciences data. From there, researchers could find out which proteins, out of hundreds, or attributes – like differences in sex – are related to which behaviors or outcomes. For example, through O’Malley’s analysis, researchers were able to better pinpoint the proteins involved in inflammation of the brain that may play a protective role in spatial memory and motor control during and after exposure to radiation – and how we might be able to prevent or mitigate those impacts during future space missions and even here on Earth.
As someone who’s both black and white, representation is important to me. It’s inspiring to think there will be people like me on the Moon – and that I’m playing a role in making this happen
Malcolm o'malley
Former NASA Intern
“I had this moment where I realized that since my internship supports NASA’s Human Research Program that means the work I’m doing directly applies to Artemis, which is sending the first woman and person of color to the Moon,” reflected O’Malley. “As someone who’s both black and white, representation is important to me. It’s inspiring to think there will be people like me on the Moon – and that I’m playing a role in making this happen.”
Artist conception of a future Artemis Base Camp on the lunar surface NASA When O’Malley wasn’t exploring the mysteries of the immune system for the benefit of all at NASA Ames, he taught himself how to ride a bike and started to surf in the nearby waters of the Pacific Ocean. O’Malley considers Palmyra, Virginia, his hometown and he enjoys playing sports – especially volleyball, water polo, and tennis – reading science fiction and giving guest lectures to local high school students hoping to spark their curiosity.
O’Malley’s vision for the future of biomedical engineering reflects his passion for innovation. “I believe that by harnessing the unique immune properties of other species, we can achieve groundbreaking advancements in limb regeneration, revolutionize cancer therapy, and develop potent antimicrobials that are considered science fiction today,” he said.
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By NASA
NASA NASA pilot Joe Walker sits in the pilot’s platform of the Lunar Landing Research Vehicle (LLRV) number 1 on Oct. 30, 1964. The LLRV and its successor the Lunar Landing Training Vehicle (LLTV) provided the training tool to simulate the final 200 feet of the descent to the Moon’s surface.
The LLRVs, humorously referred to as flying bedsteads, were used by NASA’s Flight Research Center, now NASA’s Armstrong Flight Research Center in California, to study and analyze piloting techniques needed to fly and land the Apollo lunar module in the moon’s airless environment.
Learn more about the LLRV’s first flight.
Image credit: NASA
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By NASA
President John F. Kennedy’s national commitment to land a man on the Moon and return him safely to the Earth before the end of the decade posed multiple challenges, among them how to train astronauts to land on the Moon, a place with no atmosphere and one-sixth the gravity on Earth. The Lunar Landing Research Vehicle (LLRV) and its successor the Lunar Landing Training Vehicle (LLTV) provided the training tool to simulate the final 200 feet of the descent to the lunar surface. The ungainly aircraft made its first flight on Oct. 30, 1964, at NASA’s Flight Research Center (FRC), now NASA’s Armstrong Flight Research Center (AFRC) in California. The Apollo astronauts who completed landings on the Moon attributed their successes largely to training in these vehicles.
The first Lunar Landing Research Vehicle silhouetted against the rising sun on the dry lakebed at Edwards Air Force Base in California’s Mojave Desert.
In December 1961, NASA Headquarters in Washington, D.C., received an unsolicited proposal from Bell Aerosystems in Buffalo, New York, for a design of a flying simulator to train astronauts on landing a spacecraft on the Moon. Bell’s approach, using their design merged with concepts developed at NASA’s FRC, won approval and the space agency funded the design and construction of two Lunar Landing Research Vehicles (LLRV). At the time of the proposal, NASA had not yet chosen the method for getting to and landing on the Moon, but once NASA decided on Lunar Orbit Rendezvous in July 1962, the Lunar Module’s (LM) flying characteristics matched Bell’s proposed design closely enough that the LLRV served as an excellent trainer.
Two views of the first Lunar Landing Research Vehicle shortly after its arrival and prior to assembly at the Flight Research Center, now NASA’s Armstrong Flight Research Center, in California.
Bell Aerosystems delivered the LLRV-1 to FRC on April 8, 1964, where it made history as the first pure fly-by-wire aircraft to fly in Earth’s atmosphere. Its design relied exclusively on an interface with three analog computers to convert the pilot’s movements to signals transmitted by wire and to execute his commands. The open-framed LLRV used a downward pointing turbofan engine to counteract five-sixths of the vehicle’s weight to simulate lunar gravity, two rockets provided thrust for the descent and horizontal translation, and 16 LM-like thrusters provided three-axis attitude control. The astronauts could thus simulate maneuvering and landing on the lunar surface while still on Earth. The LLRV pilot could use an aircraft-style ejection seat to escape from the vehicle in case of loss of control.
Left: The Lunar Landing Research Vehicle-1 (LLRV-1) during an engine test at NASA’s Flight Research Center (FRC), now NASA’s Armstrong Fight Research Center, in California’s Mojave Desert. Right: NASA chief test pilot Joseph “Joe” A. Walker, left, demonstrates the features of LLRV-1 to President Lyndon B. Johnson during his visit to FRC.
Engineers conducted numerous tests to prepare the LLRV for its first flight. During one of the engine tests, the thrust generated was higher than anticipated, lifting crew chief Raymond White and the LLRV about a foot off the ground before White could shut off the engines. On June 19, during an official visit to FRC, President Lyndon B. Johnson inspected the LLRV featured on a static display. The Secret Service would not allow the President to sit in the LLRV’s cockpit out of an overabundance of caution since the pyrotechnics were installed, but not yet armed, in the ejection seat. Following a Preflight Readiness Review held Aug. 13 and 14, managers cleared the LLRV for its first flight.
Left: NASA chief test pilot Joseph “Joe” A. Walker during the first flight of the Lunar Landing Research Vehicle (LLRV). Right: Walker shortly after the first LLRV flight.
In the early morning of Oct. 30, 1964, FRC chief pilot Joseph “Joe” A. Walker arrived at Edwards Air Force Base’s (AFB) South Base to attempt the first flight of the LLRV. Walker, a winner of both the Collier Trophy and the Harmon International Trophy, had flown nearly all experimental aircraft at Edwards including 25 flights in the X-15 rocket plane. On two of his X-15 flights, Walker earned astronaut wings by flying higher than 62 miles, the unofficial boundary between the Earth’s atmosphere and space. After strapping into the LLRV’s ejection seat, Walker ran through the preflight checklist before advancing the throttle to begin the first flight. The vehicle rose 10 feet in the air, Walker performed a few small maneuvers and then made a soft landing after having flown for 56 seconds. He lifted off again, performed some more maneuvers, and landed again after another 56 seconds. On his third flight, the vehicle’s electronics shifted into backup mode and he landed the craft after only 29 seconds. Walker seemed satisfied with how the LLRV handled on its first flights.
Left: Lunar Landing Research Vehicle-2 (LLRV-2) during one of its six flights at the Flight Research Center, now NASA’s Armstrong Flight Research Center, in California in January 1967. Right: NASA astronaut Neil A. Armstrong with LLRV-1 at Ellington Air Force Base in March 1967.
Walker took LLRV-1 aloft again on Nov. 16 and eventually completed 35 test flights with the vehicle. Test pilots Donald “Don” L. Mallick, who completed the first simulated lunar landing profile flight during the LLRV’s 35th flight on Sept. 8, 1965, and Emil E. “Jack” Kluever, who made his first flight on Dec. 13, 1965, joined Walker to test the unique aircraft. Joseph S. “Joe” Algranti and Harold E. “Bud” Ream, pilots at the Manned Spacecraft Center (MSC), now NASA’s Johnson Space Center (JSC) in Houston, travelled to FRC to begin training flights with the LLRV in August 1966. Workers at FRC assembled the second vehicle, LLRV-2, during the latter half of 1966. In December 1966, after 198 flights workers transferred LLRV-1 to Ellington AFB near MSC for the convenience of astronaut training, and LLRV-2 followed in January 1967 after completing six test flights at FRC. The second LLRV made no further flights, partly because the three Lunar Landing Training Vehicles (LLTVs), more advanced models that better simulated the LM’s flying characteristics, began to arrive at Ellington in October 1967. Neil A. Armstrong completed the first astronaut flights aboard LLRV-1 on Mar. 23, 1967, and flew 21 flights before ejecting from the vehicle on May 6, 1968, seconds before it crashed. He later completed his lunar landing certification flights using LLTV-2 in June 1969, one month before peforming the actual feat on the Moon.
Left: Apollo 11 Commander Neil A. Armstrong prepares to fly a lunar landing profile in Lunar Landing Training Vehicle-2 (LLTV-2) in June 1969. Middle: Apollo 12 Commander Charles “Pete” Conrad prepares to fly LLTV-2 in July 1969. Right: Apollo 14 Commander Alan B. Shepard flies LLTV-3 in December 1970.
All Apollo Moon landing mission commanders and their backups completed their lunar landing certifications using the LLTV, and all the commanders attributed their successful landings to having trained in the LLTV. Apollo 8 astronaut William A. Anders, who along with Armstrong completed some of the early LLRV test flights, called the training vehicle “a much unsung hero of the Apollo program.” During the flight readiness review in January 1970 to clear LLTV-3 for astronaut flights, Apollo 11 Commander Armstrong and Apollo 12 Commander Charles “Pete” Conrad, who had by then each completed manual landings on the Moon, spoke positively of the LLTV’s role in their training. Armstrong’s overall impression of the LLTV: “All the pilots … thought it was an extremely important part of their preparation for the lunar landing attempt,” adding “It was a contrary machine, and a risky machine, but a very useful one.” Conrad emphasized that were he “to go back to the Moon again on another flight, I personally would want to fly the LLTV again as close to flight time as possible.” During the Apollo 12 technical debriefs, Conrad stated the “the LLTV is an excellent training vehicle for the final phases. I think it’s almost essential. I feel it really gave me the confidence that I needed.” During the postflight debriefs, Apollo 14 Commander Alan B. Shepard stated that he “did feel that the LLTV contributed to my overall ability to fly the LM during the landing.”
Left: Apollo 15 Commander David R. Scott flies Lunar Landing Training Vehicle-3 (LLTV-3) in June 1971. Middle: Apollo 16 Commander John W. Young prepares to fly LLTV-3 in March 1972. Right: Apollo 17 Commander Eugene A. Cernan prepares for a flight aboard LLTV-3 in October 1972.
David R. Scott, Apollo 15 commander, stated in the final mission report that “the combination of visual simulations and LLTV flying provided excellent training for the actual lunar landing. Comfort and confidence existed throughout this phase.” In the Apollo 15 postflight debrief, Scott stated that he “felt very comfortable flying the vehicle (LM) manually, because of the training in the LLTV, and there was no question in my mind that I could put it down where I wanted to. I guess I can’t say enough about that training. I think the LLTV is an excellent simulation of the vehicle.” Apollo 16 Commander John W. Young offered perhaps the greatest praise for the vehicle just moments after landing on the lunar surface: “Just like flying the LLTV. Piece of cake.” Young reiterated during the postflight debriefs that “from 200 feet on down, I never looked in the cockpit. It was just like flying the LLTV.” Apollo 17 Commander Eugene A. Cernan stated in the postflight debrief that “the most significant part of the final phases from 500 feet down, … was that it was extremely comfortable flying the bird. I contribute (sic) that primarily to the LLTV flying operations.”
Left: Workers move Lunar Landing Research Vehicle-2 from NASA’s Armstrong Flight Research Center for display at the Air Force Test Flight Museum at Edwards Air Force Base. Right: Lunar Landing Training Vehicle-3 on display outside the Teague Auditorium at NASA’s Johnson Space Center in Houston.
In addition to playing a critical role in the Moon landing program, these early research and test vehicles aided in the development of digital fly-by-wire technology for future aircraft. LLRV-2 is on display at the Air Force Flight Test Museum at Edwards AFB (on loan from AFRC). Visitors can view LLTV-3 suspended from the ceiling in the lobby of the Teague Auditorium at JSC.
The monograph Unconventional, Contrary, and Ugly: The Lunar Landing Research Vehicle provides an excellent and detailed history of the LLRV.
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