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By NASA
4 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Note: The following article is part of a series highlighting propulsion testing at NASA’s Stennis Space Center. To access the entire series, please visit: https://www.nasa.gov/feature/propulsion-powering-space-dreams/.
Crews at NASA’s Stennis Space Center work Jan. 21-22, 2020, to install the first flight core stage of NASA’s powerful SLS (Space Launch System) rocket on the B-2 side of the Thad Cochran Test Stand for a Green Run test series. Operations required crews to lift the massive core stage from a horizontal position into a vertical orientation, a procedure known as “break over.” Once the stage was oriented in a horizontal position on the night of Jan. 21, crews tied it in place to await favorable wind conditions. The following morning, crews began the process of raising, positioning, and securing the stage on the stand. NASA/Stennis The future is now at NASA’s Stennis Space Center near Bay St. Louis, Mississippi – at least when it comes to helping power the next great era of human space exploration.
NASA Stennis is contributing directly to the agency’s effort to land the first woman, the first person of color, and its first international partner astronaut on the Moon – for the benefit of all humanity. Work at the nation’s largest – and premier – propulsion test site will help power SLS (Space Launch System) rockets on future Artemis missions to enable long-term lunar exploration and prepare for the next giant leap of sending the first astronauts to Mars.
“We play a critical role to ensure the safety of astronauts on future Artemis missions,” NASA Stennis Space Center Director John Bailey said. “Our dedicated workforce is excited and proud to be part of NASA’s return to the Moon.”
NASA Stennis achieved an RS-25 testing milestone in April at the Fred Haise Test Stand. Completion of the successful RS-25 certification series provided critical data for L3Harris (formerly known as Aerojet Rocketdyne) to produce new RS-25 engines, using modern processes and manufacturing techniques. The engines will help power SLS rockets beginning with Artemis V.
The first four Artemis missions are using modified space shuttle main engines also tested at NASA Stennis. For each Artemis mission, four RS-25 engines, along with a pair of solid rocket boosters, power the SLS rocket to produce more than 8.8 million pounds of total combined thrust at liftoff.
NASA’s powerful SLS rocket is the only rocket that can send the Orion spacecraft, astronauts, and cargo to the Moon on a single mission.
Following key test infrastructure upgrades near the Fred Haise Test Stand, NASA Stennis will be ready for more RS-25 engine testing. NASA has awarded L3Harris contracts to provide 24 new engines, supporting SLS launches for Artemis V through Artemis IX.
“Every RS-25 engine that launches Artemis to space will be tested at NASA Stennis,” said Joe Schuyler, director of the NASA Stennis Engineering and Test Directorate. “We take pride in helping to power this nation’s human space exploration program. We also take great care in testing these engines because they are launching astronauts to space. We always have safety in mind.”
NASA’s Stennis Space Center conducts a successful hot fire of the first flight core stage of NASA’s powerful SLS (Space Launch System) rocket on the B-2 side of the Thad Cochran Test Stand on March 18, 2021. NASA employees, as well as NASA astronauts Jessica Meir and Zena Cardman, watched the milestone moment. The hot fire of more than eight minutes marked the culmination of a Green Run series of tests on the stage and its integrated systems. NASA/Stennis In addition to RS-25 testing, preparations are ongoing at the Thad Cochran Test Stand (B-2) for future testing of the agency’s new exploration upper stage. The more powerful SLS second stage, which will send astronauts and cargo to deep space aboard the Orion spacecraft, is being built at NASA’s Michoud Assembly Facility in New Orleans.
Before its first flight, the NASA Stennis test team will conduct a series of Green Run tests on the new stage’s integrated systems to demonstrate it is ready to fly. Crews completed installation of a key component for testing the upper stage in October. The lift and installation of the 103-ton interstage simulator component, measuring 31 feet in diameter and 33 feet tall, provided crews best practices for moving and handling the actual flight hardware when it arrives to NASA Stennis.
The exploration upper stage Green Run test series will culminate with a hot fire of the stage’s four RL10 engines, made by L3Harris, the lead SLS engines contractor.
“All of Mississippi shares in our return to the Moon with the next great era of human space exploration going through NASA Stennis,” Bailey said. “Together, we can be proud of the state’s contributions to NASA’s great mission.”
For information about NASA’s Stennis Space Center, visit:
Stennis Space Center – NASA
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Last Updated Nov 13, 2024 EditorNASA Stennis CommunicationsContactC. Lacy Thompsoncalvin.l.thompson@nasa.gov / (228) 688-3333LocationStennis Space Center Related Terms
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By NASA
Teams with NASA and Lockheed Martin prepare to conduct testing on NASA’s Orion spacecraft on Thursday, Nov. 7, 2024, in the altitude chamber inside the Neil A. Armstrong Operations and Checkout building at NASA’s Kennedy Space Center in Florida. Lockheed Martin/David Wellendorf Teams lifted NASA’s Orion spacecraft for the Artemis II test flight out of the Final Assembly and System Testing cell and moved it to the altitude chamber to complete further testing on Nov. 6 inside the Neil A. Armstrong Operations and Checkout building at NASA’s Kennedy Space Center in Florida.
Engineers returned the spacecraft to the altitude chamber, which simulates deep space vacuum conditions, to complete the remaining test requirements and provide additional data to augment data gained during testing earlier this summer.
The Artemis II test flight will be NASA’s first mission with crew under the Artemis campaign, sending NASA astronauts Victor Glover, Christina Koch, and Reid Wiseman, as well as CSA (Canadian Space Agency) astronaut Jeremy Hansen, on a 10-day journey around the Moon and back.
Image credit: Lockheed Martin/David Wellendorf
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By NASA
4 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
NASA’s X-59 quiet supersonic research aircraft sits in its run stall at Lockheed Martin’s Skunk Works facility in Palmdale, California, firing up its engine for the first time. These engine-run tests start at low power and allow the X-59 team to verify the aircraft’s systems are working together while powered by its own engine. The X-59 is the centerpiece of NASA’s Quesst mission, which seeks to solve one of the major barriers to supersonic flight over land by making sonic booms quieter.NASA/Carla Thomas NASA’s Quesst mission marked a major milestone with the start of tests on the engine that will power the quiet supersonic X-59 experimental aircraft.
These engine-run tests, which began Oct. 30, allow the X-59 team to verify the aircraft’s systems are working together while powered by its own engine. In previous tests, the X-59 used external sources for power. The engine-run tests set the stage for the next phase of the experimental aircraft’s progress toward flight.
The X-59 team is conducting the engine-run tests in phases. In this first phase, the engine rotated at a relatively low speed without ignition to check for leaks and ensure all systems are communicating properly. The team then fueled the aircraft and began testing the engine at low power, with the goal of verifying that it and other aircraft systems operate without anomalies or leaks while on engine power.
Lockheed Martin test pilot Dan Canin sits in the cockpit of NASA’s X-59 quiet supersonic research aircraft in a run stall at Lockheed Martin’s Skunk Works facility in Palmdale, California prior to its first engine run. These engine-run tests featured the X-59 powered by its own engine, whereas in previous tests, the aircraft depended on external sources for power. The X-59 is the centerpiece of NASA’s Quesst mission, which seeks to solve one of the major barriers to supersonic flight over land by making sonic booms quieter.NASA/Carla Thomas “The first phase of the engine tests was really a warmup to make sure that everything looked good prior to running the engine,” said Jay Brandon, NASA’s X-59 chief engineer. “Then we moved to the actual first engine start. That took the engine out of the preservation mode that it had been in since installation on the aircraft. It was the first check to see that it was operating properly and that all the systems it impacted – hydraulics, electrical system, environmental control systems, etc. – seemed to be working.”
The X-59 will generate a quieter thump rather than a loud boom while flying faster than the speed of sound. The aircraft is the centerpiece of NASA’s Quesst mission, which will gather data on how people perceive these thumps, providing regulators with information that could help lift current bans on commercial supersonic flight over land.
The engine, a modified F414-GE-100, packs 22,000 pounds of thrust, which will enable the X-59 to achieve the desired cruising speed of Mach 1.4 (925 miles per hour) at an altitude of approximately 55,000 feet. It sits in a nontraditional spot – atop the aircraft — to aid in making the X-59 quieter.
Engine runs are part of a series of integrated ground tests needed to ensure safe flight and successful achievement of mission goals. Because of the challenges involved with reaching this critical phase of testing, the X-59’s first flight is now expected in early 2025. The team will continue progressing through critical ground tests and address any technical issues discovered with this one-of-a-kind, experimental aircraft. The X-59 team will have a more specific first flight date as these tests are successfully completed.
The testing is taking place at Lockheed Martin’s Skunk Works facility in Palmdale, California. During later phases, the team will test the aircraft at high power with rapid throttle changes, followed by simulating the conditions of an actual flight.
NASA’s X-59 quiet supersonic research aircraft sits in its run stall at Lockheed Martin’s Skunk Works facility in Palmdale, California, prior to its first engine run. Engine runs are part of a series of integrated ground tests needed to ensure safe flight and successful achievement of mission goals. The X-59 is the centerpiece of NASA’s Quesst mission, which seeks to solve one of the major barriers to supersonic flight over land by making sonic booms quieter.NASA/Carla Thomas “The success of these runs will be the start of the culmination of the last eight years of my career,” said Paul Dees, NASA’s deputy propulsion lead for the X-59. “This isn’t the end of the excitement but a small steppingstone to the beginning. It’s like the first note of a symphony, where years of teamwork behind the scenes are now being put to the test to prove our efforts have been effective, and the notes will continue to play a harmonious song to flight.”
After the engine runs, the X-59 team will move to aluminum bird testing, where data will be fed to the aircraft under both normal and failure conditions. The team will then proceed with a series of taxi tests, where the aircraft will be put in motion on the ground. These tests will be followed by final preparations for first flight.
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Last Updated Nov 06, 2024 EditorLillian GipsonContactMatt Kamletmatthew.r.kamlet@nasa.gov Related Terms
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By NASA
Flight operations engineer Carissa Arillo helped ensure one of the instruments on NASA’s PACE mission made it successfully through its prelaunch testing. She and her group also documented the work rigorously, to ensure the flight team had a comprehensive manual to keep this Earth-observing satellite in good health for the duration of its mission.
Carissa M. Arillo is a flight operations engineer at NASA’s Goddard Space Flight Center in Greenbelt, Md. Photo courtesy of Carissa Arillo Name: Carissa M. Arillo
Formal Job Classification: Flight Operations Engineer
Organization: Environmental Test Engineering and Integration Branch (Code 549)
What do you do and what is most interesting about your role here at Goddard?
I developed pre-launch test procedures for the HARP-2 instrument for the Phytoplankton, Aerosol, Cloud and Ecosystem (PACE) Mission. HARP-2 is a wide angle imaging polarimeter designed to measure aerosol particles and clouds, as well as properties of land and water surfaces.
I also developed the flight operations routine and contingency procedures that governed the spacecraft after launch. It is interesting to think about how to design procedures that can sustain the observatory in space for the life of the mission so that the flight operations team that inherits the mission will have a seamless transition.
What is your educational background?
In 2019, I got a Bachelor of Science in mechanical engineering from the University of Maryland, College Park. I am currently pursuing a master’s in robotics there as well.
Why did you become an engineer?
I like putting things together and understanding how they work. After starting my job at NASA Goddard, I became interested in coding and robotics.
How did you come to Goddard?
After getting my undergraduate degree, I worked at General Electric Aviation doing operations management for manufacturing aircraft engines. When I heard about an opening at Goddard, I applied and got my current position.
What was involved in developing pre-launch test procedures for the HARP-2 instrument?
I talked to the instrument manufacturer, which is a team from the University of Maryland, Baltimore County, and asked them what they wanted to confirm works every time we tested the instrument. We kept in constant communication while developing these test procedures to make sure we covered everything. The end product was code that was part of the comprehensive performance tests, the baseline tests throughout the prelaunch test campaign. Before, during, and after each prelaunch environmental test, we perform such a campaign. These prelaunch environmental tests include vibration, thermal (hot and cold), acoustic and radio frequency compatibility (making sure that different subsystems do not interfere with each other’s).
What goes through your head in developing a flight operations procedure for an instrument?
I think about a safe way of operating the instrument to accomplish the goals of the science team. I also think about not being able to constantly monitor the instrument. Every few hours, we can communicate with the instrument for about five to 10 minutes. We can, however, recover all the telemetry for the off-line time.
When we discover an anomaly, we look at all the history that we have and consult with our contingency procedures, our failure review board and potentially the instrument manufacturer. Together we try to figure out a recovery.
When developing a fight operations procedure, we must think of all possible scenarios. Our end product is a written book of procedures that lives with the mission and is updated as needed.
New cars come with an owner’s manual. We create the same sort of manual for the new instrument.
As a Flight Operations Team member, what else do you do?
The flight operations team runs the Mission Operations Center — the “MOC” — for PACE. That is where we command the spacecraft for the life of the mission. My specialty is the HARP-2 instrument, but I still do many supporting functions for the MOC. For example, I helped develop procedures to automate ground station contacts to PACE. These ground stations are positioned all over the world and enable us to talk with the spacecraft during those five to 10 minutes of communication. This automation includes the standard things we do every time we talk to the spacecraft whether or not someone is in the MOC.
Carissa developed pre-launch test procedures for the HARP-2 instrument for the Phytoplankton, Aerosol, Cloud and Ecosystem (PACE) Mission. HARP-2 is a wide angle imaging polarimeter designed to measure aerosol particles and clouds, as well as properties of land and water surfaces.NASA/Dennis Henry How does it feel to be working on such an amazing mission so early in your career?
It is awesome, I feel very lucky to be in my position. Everything is new to me. At times it is difficult to understand where the ship is going. I rely on my experienced team members to guide me and my robotics curriculum in school to equip me with skills.
I have learned a lot from both the flight operations team and the integration and test team. The flight operations team has years of experience building MOCs that serve the needs of each unique mission. The integration and test team also has a lot of experience developing observatory functional procedures. I wish to thank both teams for taking me under their wings and educating me on the fly to support the prelaunch, launch and post-launch campaigns. I am very grateful to everyone for giving me this unbelievable opportunity.
Who is your engineering hero?
I don’t have one hero in particular but I love biographical movies that tell stories about influential people’s lives, such as the movie “Hidden Figures” that details the great endeavors and accomplishments of three female African-American mathematicians at NASA.
What do you do for fun?
I love to go to the beach and spend time with family and friends.
Who is your favorite author?
I like Kristen Hannah’s storytelling abilities.
What do you hope to be doing in five years?
I hope to be working on another exciting mission at Goddard that will bring us never-before-seen science.
By Elizabeth M. Jarrell
NASA’s Goddard Space Flight Center, Greenbelt, Md.
Conversations With Goddard is a collection of Q&A profiles highlighting the breadth and depth of NASA’s Goddard Space Flight Center’s talented and diverse workforce. The Conversations have been published twice a month on average since May 2011. Read past editions on Goddard’s “Our People” webpage.
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Last Updated Oct 29, 2024 EditorMadison OlsonContactRob Garnerrob.garner@nasa.govLocationGoddard Space Flight Center Related Terms
Goddard Space Flight Center PACE (Plankton, Aerosol, Cloud, Ocean Ecosystem) People of Goddard People of NASA View the full article
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By NASA
The Rocky Mountains in Colorado, as seen from the International Space Station. Snowmelt from the mountainous western United States is an essential natural resource, making up as much as 75% of some states’ annual freshwater supply. Summer heat has significant effects in the mountainous regions of the western United States. Melted snow washes from snowy peaks into the rivers, reservoirs, and streams that supply millions of Americans with freshwater—as much as 75% of the annual freshwater supply for some states.
But as climate change brings winter temperatures to new highs, these summer rushes of freshwater can sometimes slow to a trickle.
“The runoff supports cities most people wouldn’t expect,” explained Chris Derksen, a glaciologist and Research Scientist with Environment and Climate Change Canada. “Big cities like San Francisco and Los Angeles get water from snowmelt.”
To forecast snowmelt with greater accuracy, NASA’s Earth Science Technology Office (ESTO) and a team of researchers from the University of Massachusetts, Amherst, are developing SNOWWI, a dual-frequency synthetic aperture radar that could one day be the cornerstone of future missions dedicated to measuring snow mass on a global scale – something the science community lacks.
SNOWWI aims to fill this technology gap. In January and March 2024, the SNOWWI research team passed a key milestone, flying their prototype for the first time aboard a small, twin-engine aircraft in Grand Mesa, Colorado, and gathering useful data on the area’s winter snowfields.
“I’d say the big development is that we’ve gone from pieces of hardware in a lab to something that makes meaningful data,” explained Paul Siqueira, professor of engineering at the University of Massachusetts, Amherst, and principal investigator for SNOWWI.
SNOWWI stands for Snow Water-equivalent Wide Swath Interferometer and Scatterometer. The instrument probes snowpack with two Ku-band radar signals: a high-frequency signal that interacts with individual snow grains, and a low-frequency signal that passes through the snowpack to the ground.
The high-frequency signal gives researchers a clear look at the consistency of the snowpack, while the low-frequency signal helps researchers determine its total depth.
“Having two frequencies allows us to better separate the influence of the snow microstructure from the influence of the snow depth,” said Derksen, who participated in the Grand Mesa field campaign. “One frequency is good, two frequencies are better.”
The SNOWWI team in Grand Mesa, preparing to flight test their instrument. From an altitude of 4 kilometers (2.5 miles), SNOWWI can map 100 square kilometers (about 38 square miles) in just 30 minutes.
As both of those scattered signals interact with the snowpack and bounce back towards the instrument, they lose energy. SNOWWI measures that lost energy, and researchers later correlate those losses to features within the snowpack, especially its depth, density, and mass.
From an airborne platform with an altitude of 2.5 miles (4 kilometers), SNOWWI could map 40 square miles (100 square kilometers) of snowy terrain in just 30 minutes. From space, SNOWWI’s coverage would be even greater. Siqueira is working with Capella Space to develop a space-ready SNOWWI for satellite missions.
But there’s still much work to be done before SNOWWI visits space. Siqueira plans to lead another field campaign, this time in the mountains of Idaho. Grand Mesa is relatively flat, and Siqueira wants to see how well SNOWWI can measure snowpack tucked in the folds of complex, asymmetrical terrain.
For Derksen, who spends much of his time quantifying the freshwater content of snowpack in Canada, having a reliable database of global snowpack measurements would be game-changing.
“Snowmelt is money. It has intrinsic economic value,” he said. “If you want your salmon to run in mountain streams in the spring, you must have snowmelt. But unlike other natural resources, at this time, we really can’t monitor it very well.”
For information about opportunities to collaborate with NASA on novel, Earth-observing instruments, see ESTO’s catalog of open solicitations with its Instrument Incubator Program here.
Project Leads: Dr. Paul Siqueira, University of Massachusetts (Principal Investigator); Hans-Peter Marshall, University of Idaho (Co-Investigator)
Sponsoring Organizations: NASA’s Earth Science Technology Office (ESTO), Instrument Incubator Program (IIP)
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Last Updated Oct 29, 2024 Related Terms
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