Space Shuttle Launch

Through the years, man kind has evolved from one stage to another. What once started as the making of fire, has turned into the invention of the wheel and through generations of learning and discovery, mankind has found a way to discover space.

            One way that mankind has discovered is to explore space and what it holds by making the Space Shuttle. The Space Shuttle, or Space Transportation System (STS), is a reusable launch system and orbital spacecraft operated by the U.S. National Aeronautics and Space Administration (NASA) for human spaceflight missions. The system combines rocket launch, orbital spacecraft, and re-entry space plane with modular add-ons. The first of four orbital test flights occurred in 1981 leading to operational flights beginning in 1982. The system is scheduled to be retired from service in 2011 after 135 launches, Jim Abrams (September 29, 2010).
  Major missions have included launching numerous satellites and interplanetary probes, conducting space science experiments, and servicing and construction of space stations.

At launch, the Space Shuttle consists of the shuttle stack, which includes a dark orange-colored external tank (ET); two white, slender Solid Rocket Boosters (SRB's); and the Orbiter Vehicle (OV), which contains the crew and payload. Payloads can be launched into higher orbits with either of two different booster stages developed for the STS (single-stage Payload Assist Module or two-stage Inertial Upper Stage). The Space Shuttle is "stacked" in the Vehicle Assembly Building and the stack mounted on a mobile launch platform held down by four explosive bolts on each SRB which are detonated at launch.

As the saying goes "He who controls the present, controls the future. He who controls the past, controls the future". Meaning, learning from the past will help in future developments.

The design and construction of the Space Shuttle began in the early 1970's; conceptualization actually began two decades earlier, even before the Apollo program of the 1960s. The concept of a spacecraft returning from space to a horizontal landing began within National Advisory Committee for Aeronautics NACA, in 1954, in the form of an aeronautics research experiment later named the X-15. The NACA proposal was submitted by Walter Durenberger.

In 1958, the X-15 concept further developed into another X-series space plane proposal, called the X-20, which was never constructed. Neil Armstrong was selected to pilot both the X-15 and the X-20. Though the X-20 was never built, another space plane similar to the X-20 was built several years later and delivered to NASA in January 1966. It was called the HL-10. "HL" indicated "horizontal landing".

In the mid-1960s, the US Air Force conducted a series of classified studies on next-generation space transportation systems and concluded that semi-reusable designs were the cheapest choice. They proposed a development program with an immediate start on a "Class I" vehicle with expendable boosters, followed by slower development of a "Class II" semi-reusable design and perhaps a "Class III" fully reusable design later. In 1967 George Mueller held a one-day symposium at NASA headquarters to study the options. Eighty people attended and presented a wide variety of designs, including earlier Air Force designs as the Dyna-Soar (X-20).

In 1968, NASA officially began work on what was then known as the "Integrated Launch and Re-entry Vehicle" (ILRV). At the same time, NASA held a separate Space Shuttle Main Engine (SSME) competition. NASA offices in Houston and Huntsville jointly issued a Request for Proposal (RFP) for ILRV studies to design a spacecraft that could deliver a payload to orbit but also re-enter the atmosphere and fly back to Earth. One of the responses was for a two-stage design, featuring a large booster and a small orbiter, called the DC-3.

In 1969, President Richard Nixon decided to proceed with Space Shuttle development. In August 1973, the X-24B proved that an unpowered space plane could re-enter Earth's atmosphere for a horizontal landing.

The shuttle was one of the earliest craft to use a computerized fly-by-wire digital flight control system. This means no mechanical or hydraulic linkages connect the pilot's control stick to the control surfaces or reaction control system thrusters.

A primary concern with digital fly-by-wire systems is reliability. Much research went into the shuttle computer system. The shuttle uses five identical redundant IBM 32-bit general purpose computers (GPC's), model AP-101, constituting a type of embedded system. Four computers run specialized software called the Primary Avionics Software System (PASS). A fifth backup computer runs separate software called the Backup Flight System (BFS). Collectively they are called the Data Processing System (DPS)

The design goal of the shuttle's DPS is fail-operational/fail-safe reliability. After a single failure, the shuttle can still continue the mission. After two failures, it can still land safely.

The four general-purpose computers operate essentially in lockstep, checking each other. If one computer fails, the three functioning computers "vote" it out of the system. This isolates it from vehicle control. If a second computer of the three remaining fails, the two functioning computers vote it out. In the rare case of two out of four computers simultaneously failing (a two-two split), one group is picked at random.

The Backup Flight System (BFS) is separately developed software running on the fifth computer, used only if the entire four-computer primary system fails. The BFS was created because although the four primary computers are hardware redundant, they all run the same software, so a generic software problem could crash all of them. Embedded system avionic software is developed under totally different conditions from public commercial software: the number of code lines is tiny compared to a public commercial software, changes are only made infrequently and with extensive testing, and many programming and test personnel work on the small amount of computer code. However, in theory it can still fail, and the BFS exists for that contingency. While BFS will run in parallel with PASS, to date, BFS has never been engaged to take over control from PASS during any shuttle mission.

All Space Shuttle missions are launched from Kennedy Space Center (KSC). The weather criteria used for launch include, but are not limited to: precipitation, temperatures, cloud cover, lightning forecast, wind, and humidity The shuttle will not be launched under conditions where it could be struck by lightning. Aircraft are often struck by lightning with no adverse effects because the electricity of the strike is dissipated through its conductive structure and the aircraft is not electrically grounded. Like most jet airliners, the shuttle is mainly constructed of conductive aluminum, which would normally shield and protect the internal systems. However, upon takeoff the shuttle sends out a long exhaust plume as it ascends, and this plume can trigger lightning by providing a current path to ground. The NASA Anvil Rule for a shuttle launch states that an anvil cloud cannot appear within a distance of 10 nautical miles.  The Shuttle Launch Weather Officer will monitor conditions until the final decision to scrub a launch is announced. In addition, the weather conditions must be acceptable at one of the Transatlantic Abort Landing sites (one of several Space Shuttle abort modes) to launch as well as the solid rocket booster recovery area While the shuttle might safely endure a lightning strike, a similar strike caused problems on Apollo 12, so for safety NASA chooses not to launch the shuttle if lightning is possible .

Historically, the Shuttle was not launched if its flight would run from December to January (a year-end rollover or YERO). Its flight software, designed in the 1970s, was not designed for this, and would require the orbiter's computers be reset through a change of year, which could cause a glitch while in orbit. In 2007, NASA engineers devised a solution so Shuttle flights could cross the year-end boundary.

On the day of a launch, after the final hold in the countdown at T minus 9 minutes, the Shuttle goes through its final preparations for launch, and the countdown is automatically controlled by the Ground Launch Sequencer (GLS), software at the Launch Control Center, which stops the count if it senses a critical problem with any of the Shuttle's on-board systems. The GLS hands off the count to the Shuttle's on-board computers at T minus 31 seconds, in a process called auto sequence start.

At T minus 16 seconds, the massive sound suppression system (SPS) begins to drench the Mobile Launcher Platform (MLP) and SRB trenches with 300,000 US gallons (1,100 m³) of water to protect the Orbiter from damage by acoustical energy and rocket exhaust reflected from the flame trench and MLP during liftoff.

At T-minus 10 seconds, hydrogen igniters are activated under each engine bell to quell the stagnant gas inside the cones before ignition. Failure to burn these gases can trip the onboard sensors and create the possibility of an overpressure and explosion of the vehicle during the firing phase. The main engine turbo pumps also begin charging the combustion chambers with liquid hydrogen and liquid oxygen at this time. The computers reciprocate this action by allowing the redundant computer systems to begin the firing phase.

The three Space Shuttle Main Engines (SSME's) start at T minus 6.6 seconds. The main engines ignite sequentially via the shuttle's general purpose computers (GPC's) at 120 millisecond intervals. The GPC's require that the engines reach 90% of their rated performance to complete the final gimbals of the main engine nozzles to liftoff configuration. When the SSME's start, the water from the sound suppression system flashes into a large volume of steam that shoots southward. All three SSMEs must reach the required 100% thrust within three seconds; otherwise the onboard computers will initiate an RSLS abort. If the onboard computers verify normal thrust buildup, at T minus 0 seconds, the 8 pyrotechnic nuts holding the vehicle to the pad are detonated and the SRB's are ignited. At this point the vehicle is committed to takeoff, as the SRB's cannot be turned off once ignited. The plume from the solid rockets exits the flame trench in a northward direction at near the speed of sound, often causing a rippling of shockwaves along the actual flame and smoke contrails. At ignition, the GPC's mandate the firing sequences via the Master Events Controller, a computer program integrated with the shuttle's four redundant computer systems. There are extensive emergency procedures to handle various failure scenarios during ascent. Many of these concern SSME failures, since that is the most complex and highly stressed component. After the Challenger disaster, there were extensive upgrades to the abort modes.

After the main engines start, but while the solid rocket boosters are still clamped to the pad, the offset thrust from the Shuttle's three main engines causes the entire launch stack (boosters, tank and shuttle) to pitch down about 2 m at cockpit level. This motion is called the "nod", or "twang" in NASA jargon. As the boosters flex back into their original shape, the launch stack pitches slowly back upright. This takes approximately six seconds. At the point when it is perfectly vertical, the boosters ignite and the launch commences. The Johnson Space Center's Mission Control Center assumes control of the flight once the SRB's have cleared the launch tower, Bergin, Chris (February 19, 2007).

Shortly after clearing the tower the Shuttle begins a combined roll, pitch and yaw maneuver that positions the orbiter head down, with wings level and aligned with the launch pad. The Shuttle flies upside down during the ascent phase. This orientation allows a trim angle of attack that is favorable for aerodynamic loads during the region of high dynamic pressure, resulting in a net positive load factor, as well as providing the flight crew with use of the ground as a visual reference. The vehicle climbs in a progressively flattening arc, accelerating as the weight of the SRB's and main tank decrease. To achieve low orbit requires much more horizontal than vertical acceleration. This is not visually obvious, since the vehicle rises vertically and is out of sight for most of the horizontal acceleration. The near circular orbital velocity at the 380 kilometers (236 mi) altitude of the International Space Station is 7.68 kilometers per second 27,650 km/h (17,180 mph), roughly equivalent to Mach 23 at sea level. As the International Space Station orbits at an inclination of 51.6 degrees, the Shuttle has to set its inclination to the same value to rendezvous with the station.

Around a point called Max Q, where the aerodynamic forces are at their maximum, the main engines are temporarily throttled back to 72% to avoid over speeding and hence overstressing the Shuttle, particularly in vulnerable areas such as the wings. At this point, a phenomenon known as the Prandtl-Glauert singularity occurs, where condensation clouds form during the vehicle's transition to supersonic speed.

At T +126 seconds after launch, explosive bolts release the SRB's and small separation rockets push them laterally away from the vehicle. The SRB's parachute back to the ocean to be reused. The Shuttle then begins accelerating to orbit on the Space Shuttle main engines. The vehicle at that point in the flight has a thrust-to-weight ratio of less than one – the main engines actually have insufficient thrust to exceed the force of gravity, and the vertical speed given to it by the SRB's temporarily decreases. However, as the burn continues, the weight of the propellant decreases and the thrust-to-weight ratio exceeds 1 again and the ever-lighter vehicle then continues to accelerate towards orbit.

The vehicle continues to climb and takes on a somewhat nose-up angle to the horizon – it uses the main engines to gain and then maintain altitude while it accelerates horizontally towards orbit. At about five and three-quarter minutes into ascent, the orbiter's direct communication links with the ground begin to fade, at which point it rolls heads up to reroute its communication links to the Tracking and Data Relay Satellite system.

Finally, in the last tens of seconds of the main engine burn, the mass of the vehicle is low enough that the engines must be throttled back to limit vehicle acceleration to 3 g (29.34 m/s²), largely for astronaut comfort.

The main engines are shut down before complete depletion of propellant, as running dry would destroy the engines. The oxygen supply is terminated before the hydrogen supply, as the SSME's react unfavorably to other shutdown modes. Liquid oxygen has a tendency to react violently, and supports combustion when it encounters hot engine metal. The external tank is released by firing explosive bolts and falls, largely burning up in the atmosphere, though some fragments fall into the ocean, in either the Indian Ocean or the Pacific Ocean depending on launch profile The sealing action of the tank plumbing and lack of pressure relief systems on the external tank helps it break up in the lower atmosphere. After the foam burns away during reentry, the heat causes a pressure buildup in the remaining liquid oxygen and hydrogen until the tank explodes. This ensures that any pieces that fall back to Earth are small, Jenkins, Dennis R. (2007).

To prevent the shuttle from following the external tank back into the lower atmosphere, the Orbital maneuvering system (OMS) engines are fired to raise the perigee higher into the upper atmosphere. The OMS engines are also used while the main engines are still firing. The reason for putting the orbiter on a path that brings it back to Earth is not just for external tank disposal but also one of safety: if the OMS malfunctions, or the cargo bay doors cannot open for some reason, the shuttle is already on a path to return to earth for an emergency abort landing.

NASA's current plans call for the Space Shuttle to be retired from service in 2011, after nearly 30 years of service. Under the current plans, Atlantis (An orbiter OV-104) will be the first of NASA's three remaining operational Space Shuttles to be retired as the program winds down. To fill the void left by the Shuttle's retirement, a new spacecraft is being developed to ferry not only passengers and cargo to the ISS but also to travel beyond Earths orbit to the Moon and Mars.

References

1. Jim Abrams (September 29, 2010). "NASA bill passed by Congress would allow for one additional shuttle flight in 2011". Associated Press. http://www.abcactionnews.com/dpp/news/national/nasa-bill-passed-by-congress-would-allow-for-one-additional-shuttle-flight-in-2011. Retrieved September 30, 2010. 

2. "7 cool things you didn't know about Atlantis". http://www.space.com/news/7cool-things-space-shuttle-atlantis-100512.html.

3. "NASA Takes Delivery of 100th Space Shuttle External Tank". NASA, August 16, 1999. Quote: "...orange spray-on foam used to insulate...."

4. "Media Invited To See Shuttle External Fuel Tank Ship From Michoud". NASA, December 28, 2004. Quote: "The gigantic, rust-colored external tank..."

5. "Solid Rocket Boosters". NASA KSC. http://science.ksc.nasa.gov/shuttle/technology/sts-newsref/srb.html.

6. Ferguson, Roscoe C.; Robert Tate and Hiram C. Thompson. "Implementing Space Shuttle Data Processing System Concepts in Programmable Logic Devices". NASA Office of Logic Design.

http://www.klabs.org/mapld06/abstracts/139_ferguson_a.html. Retrieved August 27, 2006. 

7. IBM. "IBM and the Space Shuttle". IBM. http://www-03.ibm.com/ibm/history/exhibits/space/space_shuttle.html. Retrieved August 27, 2006.

8. "SPACE SHUTTLE WEATHER LAUNCH COMMIT CRITERIA AND KSC END OF MISSION WEATHER LANDING CRITERIA". KSC Release No. 39-99. NASA Kennedy Space Center. http://www-pao.ksc.nasa.gov/kscpao/release/1999/39-99.htm. Retrieved July 6, 2009.

9. Weather at About.com. What is the Anvil Rule for Thunderstorms?. Retrieved: June 10, 2008.

10.NASA Launch Blog. Retrieved: June 10, 2008.

11. Bergin, Chris (February 19, 2007). "NASA solves YERO problem for shuttle". Archived from the original on 2008-04-18. http://web.archive.org/web/20080418182718/http://www.nasaspaceflight.com/content/?cid=5026. Retrieved December 22, 2007. 

12. National Aeronautics and Space Administration. "Sound Suppression Water System" Revised August 28, 2000. Retrieved July 9, 2006.

13. National Aeronautics and Space Administration. "NASA - Countdown 101". Retrieved: July 10, 2008.

14. "HSF - The Shuttle".  Spaceflight.nasa.gov.http://spaceflight.nasa.gov/shuttle/reference/shutref/srb/posts.html. Retrieved July 17, 2009.

15. Jenkins, Dennis R. (2007). Space Shuttle: The History of the National Space Transportation System. Voyageur Press. ISBN 0963397451.

May 28, 2009. 

16. "Space Shuttle Mission Archives". NASA. http://www.nasa.gov/mission_pages/shuttle/shuttlemissions/list_main.html. Retrieved May 28, 2009.

17. "NASA - NASA's Shuttle and Rocket Launch Schedule". Nasa.gov. http://www.nasa.gov/missions/highlights/schedule.html. Retrieved July 17, 2009. 

18. "The Space Shuttle and Its Replacement". Csa.com. http://www.csa.com/discoveryguides/newshuttle/overview.php. Retrieved July 17, 2009.

Hybrid electric vehicle

A hybrid electric vehicle (HEV) combines a conventional internal combustion engine (ICE) propulsion system with an electric propulsion system. The presence of the electric power train is intended to achieve either better fuel economy than a conventional vehicle, or better performance. A variety of types of HEV exist, and the degree to which they function as EVs varies as well. The most common form of HEV is the hybrid electric car, although hybrid electric trucks (pickups and tractors) also exist.

Modern HEVs make use of efficiency-improving technologies such as regenerative braking, which converts the vehicle's kinetic energy into battery-replenishing electric energy, rather than wasting it as heat energy as conventional brakes do. Some varieties of HEVs use their internal combustion engine to generate electricity by spinning an electrical generator (this combination is known as a motor-generator), to either recharge their batteries or to directly power the electric drive motors. Many HEVs reduce idle emissions by shutting down the ICE at idle and restarting it when needed; this is known as a start-stop system. A hybrid-electric produces less emissions from its ICE than a comparably-sized gasoline car, as an HEV's gasoline engine is usually smaller than a pure fossil-fuel vehicle, and if not used to directly drive the car, can be geared to run at maximum efficiency, further improving fuel economy.

Ferdinand Porsche in 1900 developed the first hybrid (gasoline-electric) automobile in the world. The hybrid-electric vehicle did not become widely available until the release of the Toyota Prius in Japan in 1997, followed by the Honda Insight in 1999. While initially perceived as unnecessary due to the low cost of gasoline, worldwide increases in the price of petroleum caused many automakers to release hybrids in the late 2000s; they are now perceived as a core segment of the automotive market of the future. Worldwide sales of hybrid vehicles produced by Toyota reached 1.0 million vehicles by May 31, 2007, and the 2.0 million mark was reached by August 31, 2009, with hybrids sold in 50 countries. Worldwide sales are led by the Prius, with cumulative sales of 1.43 million by August 2009. The market leader is the United States with 1.6 million hybrids registered by December 2009, of which 814,173 are Toyota Prius.

References:

· "Toyota Global Hybrid Sales Top Two Million Mark". Kelly Blue Book Green.      http://www.kbb.com/kbb/green-cars/articles.aspx?BlogPostId=1664. Retrieved 2009-10-24.

·   http://www.autonews.com/apps/pbcs.dll/article?AID=/20070416/REG/70416014/-1

·   WFS Energy Diversity as a Business Imperative

·  "Toyota tops 2 million hybrid sales worldwide". AutobloGreen. 2009-09-04. http://green.autoblog.com/2009/09/04/toyota-tops-2-million-hybrid-sales-worldwide/. Retrieved 2009-10-24.

·  "Alternative Fuel Vehicles (AFVs) and Hybrid Electric Vehicles (HEVs): Trend of sales by HEV models from 1999-2009". Alternative Fuels and Advanced Vehicle Data Center (U.S. DoE). http://www.afdc.energy.gov/afdc/data/vehicles.html. Retrieved 2010-03-09. Total registered electric hybrids in the U.S. is 1,614,761 vehicles until December 2009, of which 122,755 were manufactured by Ford

American Scientist

The article begins by talking about how neural circuits were just based on numbers until recently. Ju Lu a Harvard university graduate student in Jeff. W litchmans laboratory has just published the first map of the neuromuscular circuit or as he liked to call it a “connectome”.

                The article continues with a series of questions and answers between Catherine Clabby and Professor Jeff W. Lichtman. It explains how Prof J.W.L thinks that’s the human brain is the most sophisticated and competent brain on the planet. Prof J.W.L and his student used computers to aid them in their research but at some certain point the computer was not enough and that is where Ju Lu stepped in. They also note that the younger the animal is the more complex and more wiring the brain had and they had figured out a way of tracing each nerve on its own by using various colors forming to what they like to call the “brainbow”. And these color patterns show the power of tools that allows one to see things that were already hidden. And according to J.W.L he ends the article by saying “Many times we see things we didn’t expect-and that is good!”

After reading the article it really opened my mind and interest towards neural circuits. It is really odd how the article or Prof J.W.L states that us human have the most sophisticated minds on the planet yet it takes us longer to learn an action, other than an insect, for example a firefly, that can chase a fly just as it opens it wings for the first time. Then it got me wondering, could animals be smarter than us? Even though our brain is more sophisticated? What makes us different? I would really like to see more of this newly experimented technology. Who knows, they might discover answers to the question us humans or more specifically scientists have been looking for for years. 

Reference: http://www.americanscientist.org/issues/pub/real-deal-connectivity/1

The Bermuda Triangle

The Bermuda Triangle or "Devil's Triangle" is a triangular-shaped area off the coast of Florida that is famous for reports in which strange disappearances occur and magnetic compasses go haywire.  The area is situated in the Atlantic Ocean and is generally thought of as having apexes at Miami, Bermuda, and San Juan.  This area contains some of the deepest sub-oceanic trenches in the world,  encompasses the fast-moving waters of the Gulf Stream,  and has frequent strong water spouts and violent storms, making at least some of the reported odd phenomena attributable to human error or mishap.

The US Coast Guard acknowledges the fact that there are definite environmental anomalies in this area, but goes on to say that human error is by far the more bizarre phenomena that happens in these waters.  The area sustains heavy traffic, both by air and by sea,  and certainly accidents are bound to happen. Inexperienced mariners or pilots who don't take into account variations in compass readings or environmental anomalies in the area can and do get into serious trouble, accounting for many of the unexplained disappearances in the area.
  

However, even if every one of these stories were found to be attributable to human error or natural phenomena, the area is still fascinating for other reasons, not the least of which includes speculation that it encompasses the lost continent of Atlantis, and that it is a doorway to other dimensions. There is also speculation that the seabed in this area contains huge amounts of methane gas that is released suddenly due to changes in the sea bed, releasing large, unpredictable plumes of gas that have the capability to swallow ships or planes within minutes - without a trace.

Our Professors Trip

Professor Hedley’s Trip

He travelled to the Niah Caves in East Malaysia about 30 years ago from Brunei Bandar Seri Begawan or BSB for short. He went with his wife and his elder daughter.

At first they travelled by car till they reached a river and then they used the ferry to cross it. They headed out in the morning and got to their destination around late afternoon/sunset. Once they got there they used a small boat to get to the caves.

He stayed at a government rest house during the time he was there. One of the amazing sights they got to see is the climbing of men inside the cave retrieving the birds’ nests, and they use those birds’ nests to make soup since they believed that it was very healthy. Unfortunately the cave had a very bad stench due to all the bird waste.

They stayed for that day and then headed back on the next. 

Day One in Communication Class

My first day attending my communication class, pretty interesting so far. Spent the first 20 minutes introducing ourselves. Looks like a promising day.