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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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Better Monitoring of the Air Astronauts Breathe
Ten weeks of operations showed that a second version of the Spacecraft Atmosphere Monitor is sensitive enough to determine variations in the composition of cabin air inside the International Space Station. Volatile organic compounds and particulates in cabin air could pose a health risk for crew members, and this device increases the speed and accuracy of assessing such risk.
Spacecraft Atmosphere Monitor is a miniaturized gas chromatograph mass spectrometer used to analyze the air inside the space station and ensure that it is safe for the crew and equipment. The device automatically reports results to the ground, eliminating the need to return samples to Earth. This version has several other technological advances, including that it can be relocated, is smaller, and uses less power.
The first Spacecraft Atmosphere Monitor device on the International Space Station. NASA/Chris Cassidy Digging Deeper into Microgravity Effects on Muscle
Prolonged exposure to microgravity affects human muscle precursor cells known as satellite cells and causes changes in the expression of specific genes involved in muscle structure and nerves. Exercise regimens on the space station do not adequately prevent or counteract muscle loss in astronauts, which can affect their motor function during missions and after return to Earth. Results could inform design of nutritional and pharmacological countermeasures to muscle changes during spaceflight.
Muscle loss represents a major obstacle to human long-term spaceflight. Myogravity, an investigation developed with the Italian space agency ASI, looked at microgravity-induced changes in adult stem cells involved in the growth, maintenance, and repair of skeletal muscle tissue, known as satellite cells. These cells may play a major role in muscle loss during spaceflight.
European Space Agency astronaut Paolo Nespoli sets up the Myogravity experiment. NASA Validating Next-Generation Earth Measurements
Researchers completed a preliminary evaluation of the station’s Hyperspectral Imager Suite (HISUI) and report that the difference between model-corrected and actual measurements is small. Validation of spaceborne optical sensors like HISUI is important to demonstrate they provide the accuracy needed for scientific research.
The JAXA (Japan Aerospace Exploration Agency) HISUI investigation tests a next-generation spaceborne hyperspectral Earth imaging system for gathering data on reflection of light from Earth’s surface, which reveals characteristics and physical properties of a target area. This technology has potential applications such as monitoring vegetation and identifying natural resources.
The Hyperspectral Imager Suite is visible on the far left in this image outside the space station. NASAView the full article
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By NASA
3 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Stephanie Dudley, Gateway’s mission integration and utilization manager, sits inside a high-fidelity HALO (Habitation and Logistics Outpost) mockup at NASA’s Johnson Space Center.NASA/Josh Valcarcel Stephanie Dudley sits at the intersection of human spaceflight and science for Gateway, humanity’s first lunar space station that will host astronauts and unique scientific investigations.
Gateway’s mission integration and utilization manager, Dudley recently posed for this photo in a high-fidelity mockup of the space station’s HALO (Habitation and Logistics Outpost), where astronauts will live, conduct science, and prepare for missions to investigate the lunar South Pole region. Dudley works with NASA’s partner space agencies and academia to identify science opportunities on Gateway.
HALO will host various science experiments, including the Heliophysics Environmental and Radiation Measurement Experiment Suite, led by NASA, and the Internal Dosimeter Array, led by ESA (European Space Agency) and JAXA (Japan Aerospace Exploration Agency). The heliophysics experiment will fly on HALO’s exterior, and the dosimeter will be housed inside Gateway in a series of racks, mockups of which are shown to the right of Dudley in the image above. Both experiments will study solar and cosmic radiation to help the science community better understand how to protect astronauts and hardware during deep space travels to places like Mars.
“We are building [Gateway] for a 15-year lifespan, but definitely hope that we go longer than that,” Dudley recently said on Houston We Have a Podcast. “And so that many years of scientific study in a place where humans have never worked and lived long-term, Gateway is going to allow us to do that.”
Dudley pulls double duty as a deputy director for the Exploration Operations Office within NASA’s Moon to Mars Program, a role that connects her to Artemis science beyond Gateway, including science investigations on the Orion and Human Landing System spacecraft and lunar terrain vehicle.
“My work…is helping to make sure that across all of the six [Artemis] programs, including Gateway, we’re all focusing on utilization in the same way,” Dudley said.
Dudley’s team coordinates science payloads for Artemis II, the first mission to send humans to the Moon since 1972, and Artemis III, the first landing in the lunar South Pole region that is of keen interest to the global science community.
Gateway’s HALO will launch with the space station’s Power and Propulsion Element ahead of the Artemis IV mission in 2028, the first lunar mission to include an orbiting space station.
“Gateway sounds so science fiction, but it’s real,” Dudley recently said. “And we’re building it. And in a few years, it’s going to be around the Moon and that’s when the real work, the fun work in my opinion, is going to begin and science will never be the same.”
Gateway is humanity’s first lunar space station as a central component of the Artemis campaign that will return humans to the Moon for scientific discovery and chart a path for the first human missions to Mars.
Gateway’s HALO (Habitation and Logistics Outpost), one of four Gateway modules where astronauts will live, conduct science and prepare for lunar surface missions.Thales Alenia Space An artist’s rendering of the Heliophysics Environmental and Radiation Measurement Experiment Suite, or HERMES, one of the three Gateway science experiments that will study solar and cosmic radiation.NASA An artist’s rendering of HALO in lunar orbit. The HERMES science experiment is shown on the top right corner of the space station element.NASA/Alberto Bertolin, Bradley Reynolds Learn More About Gateway Share
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Last Updated Oct 29, 2024 EditorBriana R. ZamoraContactDylan Connelldylan.b.connell@nasa.govLocationJohnson Space Center Related Terms
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By European Space Agency
Image: The construction phase of ESA’s Ariel mission has started at Airbus Defence and Space in Toulouse (France) with the assembly of the spacecraft’s structural model. This marks a significant step forward for this mission designed to meticulously inspect the atmospheres of a thousand exoplanets and uncover their nature.
In the image we see Ariel’s structural model coming together at the Airbus facilities. This model replicates the mechanical framework of the spacecraft and the mass of its various units for a first round of tough testing.
The Ariel’s structural model consists of two main components: a flight-like replica of the service module (bottom right) and a simplified mechanical mock-up of the payload module (top right). This assembly mimics the structure of the flight spacecraft, where the science instruments make up the payload while the service module houses the essential components for the functioning of the spacecraft, such as the propulsion, and the power and communication systems.
The goal for the end of the year is to complete the mechanical test campaign of the spacecraft’s structural model. This will ensure that Ariel’s design is up-to-spec and can withstand the mechanical strains expected during launch.
The testing phase will include vibration and acoustic test campaigns. During vibration tests the model will be progressively shaken at different strengths on a vibrating table, or 'the shaker'. During acoustic tests, it will be placed in a reverberating chamber and ‘bombarded’ with very intense noise, like it will encounter during launch.
This model will also be used to assess how the loads are distributed and to perform a first ‘separation and shock’ test using the same mounting system as will be used to mount the spacecraft on the Ariane 6.
When ready, Ariel will be launched by an Ariane 6.2 rocket and journey to the second Lagrangian Point from where it will carry out its uniquely detailed studies of remote worlds.
Image description: A collage of three photographs that show the assembly of the model of a spacecraft in a large white hall. The first image on the left shows the entire model, with a person next to it who is nearly equal in height. The second image on the upper right zooms in on the top part of the mock science instrument: a circular fan-like structure with a big rectangular silver box on top. The third image on the lower right focuses on the bottom of the model, which looks like a large round silver box.
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By NASA
3 min read
Sols 4345-4347: Contact Science is Back on the Table
NASA’s Mars rover Curiosity acquired this image using its Right Navigation Camera on sol 4343 — Martian day 4,343 of the Mars Science Laboratory mission — on Oct. 24, 2024 at 15:26:28 UTC. NASA/JPL-Caltech Earth planning date: Friday, Oct. 25, 2024
The changes to the plan Wednesday, moving the drive a sol earlier, meant that we started off planning this morning about 18 meters (about 59 feet) farther along the western edge of Gediz Vallis and with all the data we needed for planning. This included the knowledge that once again one of Curiosity’s wheels was perched on a rock. Luckily, unlike on Wednesday, it was determined that it was safe to still go ahead with full contact science for this weekend. This consisted of two targets “Mount Brewer” and “Reef Lake,” two targets on the top and side of the same block.
Aside from the contact science, Curiosity has three sols to fill with remote imaging. The first two sols include “targeted science,” which means all the imaging of specific targets in our current workspace. Then, after we drive away on the second sol, we fill the final sol of the plan with “untargeted science,” where we care less about knowing exactly where the rover is ahead of time. A lot of the environmental team’s (or ENV) activities fall under this umbrella, which is why our dedicated “ENV Science Block” (about 30 minutes of environmental activities one morning every weekend) tends to fall at the end of a weekend plan.
But that’s getting ahead of myself. The weekend plan starts off with two ENV activities — a dust devil movie and a suprahorizon cloud movie. While cloud movies are almost always pointed in the same direction, our dust devil movie has to be specifically targeted. Recently we’ve been looking southeast toward a more sandy area (which you can see above), to see if we can catch dust lifting there. After those movies we hand the reins back over to the geology team (or GEO) for ChemCam observations of Reef Lake and “Poison Meadow.” Mastcam will follow this up with its own observations of Reef Lake and the AEGIS target from Wednesday’s plan. The rover gets some well-deserved rest before waking up for the contact science I talked about above, followed by a late evening Mastcam mosaic of “Fascination Turret,” a part of Gediz Vallis ridge that we’ve seen before.
We’re driving away on the second sol, but before that we have about another hour of science. ChemCam and Mastcam both have observations of “Heaven Lake” and the upper Gediz Vallis ridge, and ENV has a line-of-sight observation, to see how much dust is in the crater, and a pre-drive deck monitoring image to see if any dust moves around on the rover deck due to either driving or wind. Curiosity gets a short nap before a further drive of about 25 meters (about 82 feet).
The last sol of the weekend is a ChemCam special. AEGIS will autonomously choose a target for imaging, and then ChemCam has a passive sky observation to examine changing amounts of atmospheric gases. The weekend doesn’t end at midnight, though — we wake up in the morning for the promised morning ENV block, which we’ve filled with two cloud movies, another line-of-sight, and a tau observation to see how dusty the atmosphere is.
Written by Alex Innanen, Atmospheric Scientist at York University
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Last Updated Oct 28, 2024 Related Terms
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