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Discovery Alert: With Six New Worlds, 5,500 Discovery Milestone Passed!
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By NASA
On the left, the Canopee transport carrier containing the European Service Module for NASA’s Artemis III mission arrives at Port Canaveral in Florida, on Tuesday, Sept. 3, 2024, before completing the last leg of its journey to the agency’s Kennedy Space Center’s Neil A. Armstrong Operations and Checkout via truck. On the right, NASA’s Pegasus barge, carrying several pieces of hardware for Artemis II, III, and IV arrives at NASA Kennedy’s Launch Complex 39 turn basin wharf on Thursday, Sept. 5, 2024. Credit: NASA From across the Atlantic Ocean and through the Gulf of Mexico, two ships converged, delivering key spacecraft and rocket components of NASA’s Artemis campaign to the agency’s Kennedy Space Center in Florida.
On Sept. 3, ESA (European Space Agency) marked a milestone in the Artemis III mission as its European-built service module for NASA’s Orion spacecraft completed a transatlantic journey from Bremen, Germany, to Port Canaveral, Florida, where technicians moved it to nearby NASA Kennedy. Transported aboard the Canopée cargo ship, the European Service Module—assembled by Airbus with components from 10 European countries and the U.S.—provides propulsion, thermal control, electrical power, and water and oxygen for its crews.
“Seeing multi-mission hardware arrive at the same time demonstrates the progress we are making on our Artemis missions,” said Amit Kshatriya, deputy associate administrator, Moon to Mars Program, at NASA Headquarters in Washington. “We are going to the Moon together with our industry and international partners and we are manufacturing, assembling, building, and integrating elements for Artemis flights.”
NASA’s Pegasus barge, the agency’s waterway workhorse for transporting large hardware by sea, ferried multi-mission hardware for the agency’s SLS (Space Launch System) rocket, the Artemis II launch vehicle stage adapter, the “boat-tail” of the core stage for Artemis III, the core stage engine section for Artemis IV, along with ground support equipment needed to move and assemble the large components. The barge pulled into NASA Kennedy’s Launch Complex 39B Turn Basin Thursday.
The spacecraft factory inside NASA Kennedy’s Neil Armstrong Operations and Checkout Building is set to buzz with additional activity in the coming months. With the Artemis II Orion crew and service modules stacked together and undergoing testing, and engineers outfitting the Artemis III and IV crew modules, engineers soon will connect the newly arrived European Service Module to the crew module adapter, which houses electronic equipment for communications, power, and control, and includes an umbilical connector that bridges the electrical, data, and fluid systems between the crew and service modules.
The SLS rocket’s cone-shaped launch vehicle stage adapter connects the core stage to the upper stage and protects the rocket’s flight computers, avionics, and electrical devices in the upper stage system during launch and ascent. The adapter will be taken to Kennedy’s Vehicle Assembly Building in preparation for Artemis II rocket stacking operations.
The boat-tail, which will be used during the assembly of the SLS core stage for Artemis III, is a fairing-like structure that protects the bottom end of the core stage and RS-25 engines. This hardware, picked up at NASA’s Michoud Assembly Facility in New Orleans, will join the Artemis III core stage engine section housed in the spaceport’s Space Systems Processing Facility.
The Artemis IV SLS core stage engine section arrived from NASA Michoud and also will transfer to the center’s processing facility ahead of final assembly.
Under the Artemis campaign, NASA will land the first woman, first person of color, and its first international partner astronaut on the lunar surface, establishing long-term exploration for scientific discovery and preparing for human missions to Mars. The agency’s SLS rocket and Orion spacecraft, and supporting ground systems, along with the human landing system, next-generation spacesuits and rovers, and Gateway, serve as NASA’s foundation for deep space exploration.
For more information on NASA’s Artemis missions, visit:
https://www.nasa.gov/artemis
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Rachel Kraft
Headquarters, Washington
202-358-1600
Rachel.h.kraft@nasa.gov
Allison Tankersley, Antonia Jaramillo Botero
Kennedy Space Center, Florida
321-867-2468
Allison.p.tankersley@nasa.gov/ antonia.jaramillobotero@nasa.gov
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By European Space Agency
The two new Galileo satellites launched in April have entered service, completing the second of three constellation planes. With every addition to the constellation, the precision, availability and robustness of the Galileo signal is improved. The next launch is planned in the coming weeks and the remaining six Galileo First Generation satellites will join the constellation in the next years.
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By NASA
4 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
The Dash 7 aircraft that will be modified into a hybrid electric research vehicle under NASA’s Electrified Powertrain Flight Demonstration project is seen taking off from Moses Lake, Washington en route to Seattle for a ceremony unveiling its new livery. The aircraft is currently operating with a traditional fuel-based propulsion system but will eventually be modified with a hybrid electric system. NASA / David C. Bowman Parked under the lights inside a hangar in Seattle, a hybrid electric research aircraft from electric motor manufacturer magniX showed off a new look symbolizing its journey toward helping NASA make sustainable aviation a reality.
During a special unveiling ceremony hosted by magniX on Aug. 22, leaders from the company and NASA revealed the aircraft, with its new livery, to the public for the first time at King County International Airport, commonly known as Boeing Field.
The aircraft is a De Havilland Dash 7 that was formerly used for carrying cargo. Working under NASA’s Electrified Powertrain Flight Demonstration (EPFD) project, magniX will modify it to serve as a testbed for hybrid electric aircraft propulsion research.
The company’s goal under EPFD is to demonstrate potential fuel savings and performance boosts with a hybrid electric system for regional aircraft carrying up to 50 passengers. These efforts will help reduce environmental impacts from aviation by lowering greenhouse gas emissions.
This livery recognizes the collaborative effort focused on proving that hybrid electric flight for commercial aircraft is feasible.
“We are a research organization that continues to advance aviation, solve the problems of flight, and lead the community into the future,” said Robert A. Pearce, associate administrator for NASA’s Aeronautics Research Mission Directorate. “Through our EPFD project, we’re taking big steps in partnership to make sure electric aviation is part of the future of commercial flight.”
Lee Noble, director for NASA’s Integrated Aviation Systems Program (right) and Robert Pearce, associate administrator for NASA’s Aeronautics Research Mission Directorate (middle) chat with an AeroTEC test pilot for the Dash 7. Battery packs are stored along the floor of the cabin for magniX’s hybrid electric flight demonstrationsNASA / David C. Bowman Collaborative Effort
NASA is collaborating with industry to modify existing planes with new electrified aircraft propulsion systems. These aircraft testbeds will help demonstrate the benefits of hybrid electric propulsion systems in reducing fuel burn and emissions for future commercial aircraft, part of NASA’s broader mission to make air travel more sustainable.
“EPFD is about showing how regional-scale aircraft, through ground and flight tests, can be made more sustainable through electric technology that is available right now,” said Ben Loxton, vice president for magniX’s work on the EPFD project.
Thus far, magniX has focused on developing a battery-powered engine and testing it on the ground to make sure it will be safe for work in the air. The company will now begin transitioning over to a new phase of the project — transforming the Dash 7 into a hybrid electric research vehicle.
“With the recent completion of our preliminary design review and baseline flight tests, this marks a transition to the next phase, and the most exciting phase of the project: the modification of this Dash 7 with our magniX electric powertrain,” Loxton said.
To make this possible, magniX is working with their airframe integrator AeroTEC to help modify and prepare the aircraft for flight tests that will take place out of Moses Lake, Washington. Air Tindi, which supplied the aircraft to magniX for this project, will help with maintenance and support of the aircraft during the testing phases.
The Dash 7 that will be modified into a hybrid electric research vehicle under NASA’s Electrified Powertrain Flight Demonstration project on display with its new livery for the first time. In front of the plane is an electric powertrain that magniX will integrate into the current aircraft to build a hybrid electric propulsion system.NASA/David C. Bowman Creating a Hybrid Electric Aircraft
A typical hybrid electric propulsion system combines different sources of energy, such as fuel and electricity, to power an aircraft. For magniX’s demonstration, the modified Dash 7 will feature two electric engines fed by battery packs stored in the cabin, and two gas-powered turboprops.
The work will begin with replacing one of the aircraft’s outer turboprop engines with a new, magni650-kilowatt electric engine – the base of its hybrid electric system. After testing those modifications, magniX will swap out the remaining outer turboprop engine for an additional electric one.
Earlier this year, magniX and NASA marked the milestone completion of successfully testing the battery-powered engine at simulated altitude. Engineers at magniX are continuing ground tests of the aircraft’s electrified systems and components at NASA’s Electric Aircraft Testbed (NEAT) facility in Sandusky, Ohio.
By rigorously testing these new technologies under simulated flight conditions, such as high altitudes and extreme temperatures, researchers can ensure each component operates safely before taking to the skies.
The collaboration between EPFD, NASA, GE Aerospace, and magniX works to advance hybrid electric aircraft propulsion technologies for next-generation commercial aircraft in the mid-2030 timeframe. NASA is working with these companies to conduct two flight demonstrations showcasing different approaches to hybrid electric system design.
Researchers will use data gathered from ground and flight tests to identify and reduce certification gaps, as well as inform the development of new standards and regulations for future electrified aircraft.
“We at NASA are excited about EPFD’s potential to make aviation more sustainable,” Pearce said. “Hybrid electric propulsion on a megawatt scale accelerates U.S. progress toward its goal of net-zero greenhouse gas emissions by 2050, benefitting all who rely on air transportation every day.”
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Last Updated Sep 03, 2024 EditorJim BankeContactMichael Jorgensen Related Terms
Aeronautics Aeronautics Research Mission Directorate Electrified Powertrain Flight Demo Glenn Research Center Green Aviation Tech Integrated Aviation Systems Program View the full article
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By NASA
On Aug. 30, 1984, space shuttle Discovery lifted off on the STS-41D mission, joining NASA’s fleet as the third space qualified orbiter. The newest shuttle incorporated newer technologies making it significantly lighter than its two predecessors. Discovery lofted the heaviest payload up to that time in shuttle history. The six-person crew included five NASA astronauts and the first commercial payload specialist. During the six-day mission, the crew deployed a then-record three commercial satellites, tested an experimental solar array, and ran a commercial biotechnology experiment. The astronauts recorded many of the activities using a large format film camera, the scenes later incorporated into a motion picture for public engagement. The mission marked the first of Discovery’s 39 trips to space, the most of any orbiter.
Left: Space shuttle Discovery rolls out of Rockwell’s Palmdale, California, facility. Middle: Discovery atop the Shuttle Carrier Aircraft during the cross-country ferry flight. Right: Discovery arrives at NASA’s Kennedy Space Center in Florida.
Space shuttle Discovery, the third space-qualified orbiter in NASA’s fleet and named after several historical ships of exploration, incorporated manufacturing lessons learned from the first orbiters. In addition, through the use of more advanced materials, the new vehicle weighed nearly 8,000 pounds less than its sister ship Columbia and 700 pounds less than Challenger. Discovery rolled out of Rockwell International’s plant in Palmdale, California, on Oct. 16, 1983. Five of the six crew members assigned to its first flight attended the ceremony. Workers trucked Discovery overland from Palmdale to NASA’s Dryden, now Armstrong, Flight Research Center at Edwards Air Force Base (AFB), where they mounted it atop a Shuttle Carrier Aircraft (SCA), a modified Boeing 747, for the transcontinental ferry flight to NASA’s Kennedy Space Center (KSC) in Florida. Discovery arrived at KSC on Nov. 9 following a two-day stopover at Vandenberg Air Force, now Space Force Base, in California.
Left: STS-41D crew patch. Middle: Official photograph of the STS-41D crew of R. Michael “Mike” Mullane, front row left, Steven A. Hawley, Henry “Hank” W. Hartsfield, and Michael L. Coats; Charles D. Walker, back row left, and Judith A. Resnik. Right: Payloads installed in Discovery’s payload bay for the STS-41D mission include OAST-1, top, SBS-4, Telstar 3C, and Leasat-2.
To fly Discovery’s first flight, originally designated STS-12 and later renamed STS-41D, in February 1983 NASA assigned Commander Henry W. Hartsfield, a veteran of STS-4, and first-time flyers Pilot Michael L. Coats, and Mission Specialists R. Michael Mullane, Steven A. Hawley, and Judith A. Resnik, all from the 1978 class of astronauts and making their first spaceflights. In May 1983, NASA announced the addition of Charles D. Walker, an employee of the McDonnell Douglas Corporation, to the crew, flying as the first commercial payload specialist. He would operate the company’s Continuous Flow Electrophoresis System (CFES) experiment. The mission’s primary payloads included the Leasat-1 (formerly known as Syncom IV-1) commercial communications satellite and OAST-1, three experiments from NASA’s Office of Aeronautics and Space Technology, including the Solar Array Experiment, a 105-foot long lightweight deployable and retractable solar array. Following the June 1984 launch abort, NASA canceled the STS-41F mission, combining its payloads with STS-41D’s, resulting in three communications satellites – SBS-4 for Small Business Systems, Telstar 3C for AT&T, and Leasat 2 (Syncom IV-2) for the U.S. Navy – launching on the flight. The combined cargo weighed 41,184 pounds, the heaviest of the shuttle program up to that time. A large format IMAX® camera, making its second trip into space aboard the shuttle, flew in the middeck to film scenes inside the orbiter and out the windows.
Left: First rollout of Discovery from the Vehicle Assembly Building at NASA’s Kennedy Space Center in Florida. Right: The June 26 launch abort.
The day after its arrival at KSC, workers towed Discovery to the Orbiter Processing Facility (OPF) to begin preparing it for its first space flight. They towed it to the Vehicle Assembly Building (VAB) on May 12, 1984, for mating with its External Tank (ET) and Solid Rocket Boosters (SRBs). The completed stack rolled out to Launch Pad 39A a week later. On June 2, engineers successfully completed an 18-second Flight Readiness Firing of Discovery’s main engines. Post test inspections revealed a debonding of a thermal shield in main engine number 1’s combustion chamber, requiring its replacement at the pad. The work pushed the planned launch date back three days to June 25. The failure of the shuttle’s backup General Purpose Computer (GPC) delayed the launch by one day. The June 26 launch attempt ended just four seconds before liftoff, after two of the main engines had already ignited. The GPC detected that the third engine had not started and shut all three down. It marked the first time a human spaceflight launch experienced an abort after the start of its engines since Gemini VI in October 1965. The abort necessitated a rollback to the VAB on July 14 where workers demated Discovery from the ET and SRBs. Engineers replaced the faulty engine, and Discovery rolled back out to the launch pad on Aug. 9 for another launch attempt. The six-person crew participated in the Terminal Countdown Demonstration Test, essentially a dress rehearsal for the actual countdown to launch, on Aug. 15. A software issue delayed the first launch attempt on Aug. 29 by one day.
Left: The STS-41D crew pose at Launch Pad 39A at NASA’s Kennedy Space Center in Florida following the Terminal Countdown Demonstration Test. Right: Liftoff of Discovery on the STS-41D mission.
Finally, on Aug. 30, 1984, Discovery roared off its launch pad on a pillar of flame and within 8 and a half minutes entered orbit around the Earth. The crew got down to work and on the first day Mullane and Hawley deployed the SBS-4 satellite. On the second day in space, they deployed Leasat, the first satellite designed specifically to be launched from the shuttle. On the third day, they deployed the Telstar satellite, completing the satellite delivery objectives of the mission. Resnik deployed the OAST-1 solar array to 70% of its length to conduct dynamic tests on the structure. On the fourth day, she deployed the solar array to its full length and successfully retracted it, completing all objectives for that experiment.
The deployment of the SBS-4, left, Leasat-2, and Telstar 3C satellites during STS-41D.
Walker remained busy with the CFES, operating the unit for about 100 hours, and although the experiment experienced two unexpected shutdowns, he processed about 85% of the planned samples. Hartsfield and Coats exposed two magazines and six rolls of IMAX® film, recording OAST-1 and satellite deployments as well as in-cabin crew activities. Clips from the mission appear in the 1985 IMAX® film “The Dream is Alive.” On the mission’s fifth day, concern arose over the formation of ice on the orbiter’s waste dump nozzle. The next day, Hartsfield used the shuttle’s robotic arm to dislodge the large chunk of ice.
Left: Payload Specialist Charles D. Walker in front of the Continuous Flow Experiment System. Middle: Henry “Hank” W. Hartsfield loading film into the IMAX® camera. Right: The OAST-1 Solar Array Experiment extended from Discovery’s payload bay.
On Sep. 5, the astronauts closed Discovery’s payload bay doors in preparation for reentry. They fired the shuttle’s Orbital Maneuvering System engines to slow their velocity and begin their descent back to Earth. Hartsfield guided Discovery to a smooth landing at Edwards AFB in California, completing a flight of 6 days and 56 minutes. The crew had traveled 2.5 million miles and orbited the Earth 97 times.
Left: The STS-41D crew pose in Discovery’s middeck. Right: Space shuttle Discovery makes a perfect landing at Edwards Air Force Base in California to end the STS-41D mission.
By Sept. 10, workers had returned Discovery to KSC to prepare it for its next mission, STS-51A, in November 1984. During its lifetime, Discovery flew a fleet leading 39 missions, making its final trip to space in February 2011. It flew both return to flight missions, STS-26 in 1988 and STS-114 in 2005. It launched the Hubble Space Telescope in 1990 and flew two of the missions to service the facility. Discovery flew two mission to Mir, docking once. It completed the first docking to the International Space Station in 1999 and flew a total of 13 assembly and resupply missions to the orbiting lab. By its last mission, Discovery had traveled 149 million miles, completed 5,830 orbits of the Earth, and spent a cumulative 365 days in space in the span of 27 years. The public can view Discovery on display at the National Air and Space Museum’s Stephen F. Udvar-Hazy Center in Chantilly, Virginia.
Read recollections of the STS-41D mission by Hartsfield, Coats, Mullane, Hawley, and Walker in their oral histories with the JSC History Office. Enjoy the crew’s narration of a video about the STS-41D mission.
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By NASA
5 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Sonifications of three images have been released to mark the 25th anniversary of Chandra’s “First Light” image. For Cassiopeia A, which was one of the first objects observed by Chandra, X-ray data from Chandra and infrared data from Webb have been translated into sounds, along with some Hubble data. The second image in the sonification trio, 30 Doradus, also contains Chandra and Webb data. NGC 6872 contains data from Chandra as well as an optical image from Hubble. Each of these datasets have been mapped to notes and sounds based on properties observed by these telescopes.NASA/CXC/SAO/K.Arcand, SYSTEM Sounds (M. Russo, A. Santaguida) A quarter of a century ago, NASA released the “first light” images from the agency’s Chandra X-ray Observatory. This introduction to the world of Chandra’s high-resolution X-ray imaging capabilities included an unprecedented view of Cassiopeia A, the remains of an exploded star located about 11,000 light-years from Earth. Over the years, Chandra’s views of Cassiopeia A have become some of the telescope’s best-known images.
To mark the anniversary of this milestone, new sonifications of three images – including Cassiopeia A (Cas A) – are being released. Sonification is a process that translates astronomical data into sound, similar to how digital data are more routinely turned into images. This translation process preserves the science of the data from its original digital state but provides an alternative pathway to experiencing the data.
This sonification of Cas A features data from Chandra as well as NASA’s James Webb, Hubble, and retired Spitzer space telescopes. The scan starts at the neutron star at the center of the remnant, marked by a triangle sound, and moves outward. Astronomers first saw this neutron star when Chandra’s inaugural observations were released 25 years ago this week. Chandra’s X-rays also reveal debris from the exploded star that is expanding outward into space. The brighter parts of the image are conveyed through louder volume and higher pitched sounds. X-ray data from Chandra are mapped to modified piano sounds, while infrared data from Webb and Spitzer, which detect warmed dust embedded in the hot gas, have been assigned to various string and brass instruments. Stars that Hubble detects are played with crotales, or small cymbals.
Another new sonification features the spectacular cosmic vista of 30 Doradus, one of the largest and brightest regions of star formation close to the Milky Way. This sonification again combines X-rays from Chandra with infrared data from Webb. As the scan moves from left to right across the image, the volume heard again corresponds to the brightness seen. Light toward the top of the image is mapped to higher pitched notes. X-rays from Chandra, which reveal gas that has been superheated by shock waves generated by the winds from massive stars, are heard as airy synthesizer sounds. Meanwhile, Webb’s infrared data show cooler gas that provides the raw ingredients for future stars. These data are mapped to a range of sounds including soft, low musical pitches (red regions), a wind-like sound (white regions), piano-like synthesizer notes indicating very bright stars, and a rain-stick sound for stars in a central cluster.
The final member of this new sonification triumvirate is NGC 6872, a large spiral galaxy that has two elongated arms stretching to the upper right and lower left, which is seen in an optical light view from Hubble. Just to the upper left of NGC 6872 appears another smaller spiral galaxy. These two galaxies, each of which likely has a supermassive black hole at the center, are being drawn toward one another. As the scan sweeps clockwise from 12 o’clock, the brightness controls the volume and light farther from the center of the image is mapped to higher-pitched notes. Chandra’s X-rays, represented in sound by a wind-like sound, show multimillion-degree gas that permeates the galaxies. Compact X-ray sources from background galaxies create bird-like chirps. In the Hubble data, the core of NGC 6872 is heard as a dark low drone, and the blue spiral arms (indicating active star formation) are audible as brighter, more highly pitched tones. The background galaxies are played as a soft pluck sound while the bright foreground star is accompanied by a crash cymbal.
More information about the NASA sonification project through Chandra, which is made in partnership with NASA’s Universe of Learning, can be found at https://chandra.si.edu/sound/. The collaboration was driven by visualization scientist Kimberly Arcand (CXC), astrophysicist Matt Russo, and musician Andrew Santaguida, (both of the SYSTEM Sounds project), along with consultant Christine Malec.
NASA’s Universe of Learning materials are based upon work supported by NASA under cooperative agreement award number NNX16AC65A to the Space Telescope Science Institute, working in partnership with Caltech/IPAC, Center for Astrophysics | Harvard & Smithsonian, and the Jet Propulsion Laboratory.
More about Chandra
Chandra, managed for NASA by Marshall in partnership with the CXC, is one of NASA’s Great Observatories, along with the Hubble Space Telescope and the now-retired Spitzer Space Telescope and Compton Gamma Ray Observatory. It was first proposed to NASA in 1976 by Riccardo Giacconi, recipient of the 2002 Nobel Prize for Physics based on his contributions to X-ray astronomy, and Harvey Tananbaum, who would later become the first director of the Chandra X-ray Center. Chandra was named in honor of the late Nobel laureate Subrahmanyan Chandrasekhar, who earned the Nobel Prize in Physics in 1983 for his work explaining the structure and evolution of stars.
Learn more about the Chandra X-ray Observatory and its mission here:
https://www.nasa.gov/mission/chandra-x-ray-observatory/
https://cxc.harvard.edu
News Media Contact
Lane Figueroa
Marshall Space Flight Center, Huntsville, Alabama
256-544-0034
lane.e.figueroa@nasa.gov
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