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By NASA
5 min read
30 Years On, NASA’s Wind Is a Windfall for Studying our Neighborhood in Space
An artist’s concept of NASA’s Wind spacecraft outside of Earth’s magnetosphere. NASA Picture it: 1994. The first World Wide Web conference took place in Geneva, the first Chunnel train traveled under the English Channel, and just three years after the end of the Cold War, the first Russian instrument on a U.S. spacecraft launched into deep space from Cape Canaveral. The mission to study the solar wind, aptly named Wind, held promise for heliophysicists and astrophysicists around the world to investigate basic plasma processes in the solar wind barreling toward Earth —key information for helping us understand and potentially mitigate the space weather environment surrounding our home planet.
Thirty years later, Wind continues to deliver on that promise from about a million miles away at the first Earth-Sun Lagrange Point (L1). This location is gravitationally balanced between Earth and the Sun, providing excellent fuel economy that requires mere puffs of thrust to stay in place.
According to Lynn Wilson, who is the Wind project scientist at NASA’s Goddard Space Flight Center in Greenbelt, Maryland, fuel is only one indicator of Wind’s life expectancy, however. “Based on fuel alone, Wind can continue flying until 2074,” he said. “On the other hand, its ability to return data hinges on the last surviving digital tape recorder onboard.”
An artist’s concept shows a closeup of the Wind spacecraft. NASA Wind launched with two digital tape recorders to record data from all the instruments on the spacecraft and provide reports on the spacecraft’s thermal conditions, orientation, and overall health. Each recorder has two tape decks, A and B, which Wilson affectionately refers to as “fancy eight-tracks.”
After six years of service, the first digital tape recorder failed in 2000 along with its two tape decks, forcing mission operators to switch to the second one. Tape Deck A on that one started showing signs of wear in 2016, so the mission operators now use Tape Deck B as the primary deck, with A as a backup.
“They built redundancy into the digital tape recorder system by building two of them, but you can never predict how technology will perform when it’s a million miles away, bathing in ionizing radiation,” said Wilson. “We’re fortunate that after 30 years, we still have two functioning tape decks.”
Wind launched on Nov. 1, 1994, on a Delta IV rocket from Cape Canaveral Air Force Station in Florida. NASA Bonus Science
When Wind launched on Nov. 1, 1994, nobody could have possibly predicted that exactly 30 years later, NASA would be kicking off “Bonus Science” month in the Heliophysics Big Year. Beyond the mission’s incredible track record of mesmerizing discoveries about the solar wind — some detailed on its 25th anniversary — Wind continues to deliver with bonus science abound.
Opportunity and Collaborative Discovery
Along its circuitous journey to L1, Wind dipped in and out of Earth’s magnetosphere more than 65 times, capturing the largest whistler wave — a low-frequency radio wave racing across Earth’s magnetic field — ever recorded in Earth’s Van Allen radiation belts. Wind also traveled ahead of and behind Earth — about 150 times our planet’s diameter in both directions, informing potential future missions that would operate in those areas with extreme exposure to the solar wind. It even took a side quest to the Moon, cruising through the lunar wake, a shadow devoid of solar wind on the far side of the Moon.
Later, from its permanent home at L1, Wind was among several corroborating spacecraft that helped confirm what scientists believe is the brightest gamma-ray burst to occur since the dawn of human civilization. The burst, GRB 221009A, was first detected by NASA’s Fermi Gamma-ray Space Telescope in October 2022. Although not in its primary science objectives, Wind carries two bonus instruments designed to observe gamma-ray bursts that helped scientists confirm the burst’s origin in the Sagitta constellation.
Academic Inspiration
More than 7,200 research papers have been published using Wind data, and the mission has supported more than 100 graduate and post-graduate degrees.
Wilson was one of those degree candidates. When Wind launched, Wilson was in sixth grade, on the football, baseball, and wrestling teams, with spare time spent playing video games and reading science fiction. He had a knack for science and considered becoming a medical doctor or an engineer before committing to his love of physics, which ultimately led to his current position as Wind’s project scientist. While pursuing his doctorate, he worked with Adam Szabo who was the Wind project scientist at NASA Goddard at the time and used Wind data to study interplanetary collisionless shock waves. Szabo eventually hired Wilson to work on the Wind mission team at Goddard.
Also in sixth grade at the time, Joe Westlake, NASA Heliophysics division director,was into soccer and music, and was a voracious reader consumed with Tolkein’s stories about Middle Earth. Now he leads the NASA office that manages Wind.
“It’s amazing to think that Lynn Wilson and I were in middle school, and the original mission designers and scientists have long since retired,” said Westlake. “When a mission makes it to 30 years, you can’t help but be inspired by the role it has played not only in scientific discovery, but in the careers of multiple generations of scientists.”
By Erin Mahoney
NASA Headquarters, Washington
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Last Updated Nov 01, 2024 Related Terms
Goddard Space Flight Center Heliophysics Heliophysics Division Science & Research Solar Wind The Sun Wind Mission Explore More
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By NASA
Dr. Eugene Tu, center director at NASA’s Ames Research Center in California’s Silicon Valley, presents Representative Anna Eshoo with a replica of the Pioneer plaque during a recognition event for her 32 years of public service.NASA/Brandon Torres Navarrete On Oct. 29, NASA’s Ames Research Center in California’s Silicon Valley hosted a gathering to recognize Representative Anna G. Eshoo for her 32 years of distinguished public service and her enduring support for the agency. During the event, Dr. Eugene Tu, center director at Ames, presented the Congresswoman with the Pioneer plaque, a replica of the messages sent on the Pioneer 10 and 11 probes, which launched in 1972 and 1973 respectively.
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By NASA
3 Min Read November’s Night Sky Notes: Snowballs from Space
This diagram compares the size of the icy, solid nucleus of comet C/2014 UN271 (Bernardinelli-Bernstein) to several other comets. The majority of comet nuclei observed are smaller than Halley’s comet. They are typically a mile across or less. Comet C/2014 UN271 is currently the record-holder for big comets. And, it may be just the tip of the iceberg. There could be many more monsters out there for astronomers to identify as sky surveys improve in sensitivity. Though astronomers know this comet must be big to be detected so far out to a distance of over 2 billion miles from Earth, only the Hubble Space Telescope has the sharpness and sensitivity to make a definitive estimate of nucleus size. Credits:
Illustration: NASA, ESA, Zena Levy (STScI) by Kat Troche of the Astronomical Society of the Pacific
If you spotted comet C/2023 A3 (Tsuchinshan-ATLAS) in person, or seen photos online this October, you might have been inspired to learn more about these visitors from the outer Solar System. Get ready for the next comet and find out how comets are connected to some of our favorite annual astronomy events.
Comet Composition
A comet is defined as an icy body that is small in size and can develop a ‘tail’ of gas as it approaches the Sun from the outer Solar System. The key traits of a comet are its nucleus, coma, and tail.
The nucleus of the comet is comprised of ice, gas, dust, and rock. This central structure can be up to 80 miles wide in some instances, as recorded by the Hubble Space Telescope in 2022 – large for a comet but too small to see with a telescope. As the comet reaches the inner Solar System, the ice from the nucleus starts to vaporize, converting into gas. The gas cloud that forms around the comet as it approaches the Sun is called the coma. This helps give the comet its glow. But beware: much like Icarus, sometimes these bodies don’t survive their journey around the Sun and can fall apart the closer it gets.
The most prominent feature is the tail of the comet. Under moderately dark skies, the brightest comets show a dust tail, pointed away from the Sun. When photographing comets, you can sometimes resolve the second tail, made of ionized gases that have been electronically charged by solar radiation. These ion tails can appear bluish, in comparison to the white color of the dust tail. The ion tail is also always pointed away from the Sun. In 2007, NASA’s STEREO mission captured images of C/2006 P1 McNaught and its dust tail, stretching over 100 million miles. Studies of those images revealed that solar wind influenced both the ion and dust tail, creating striations – bands – giving both tails a feather appearance in the night sky.
Comet McNaught over the Pacific Ocean. Image taken from Paranal Observatory in January 2007. Credits: ESO/Sebastian Deiries Coming and Going
Comets appear from beyond Uranus, in the Kuiper Belt, and may even come from as far as the Oort Cloud. These visitors can be short-period comets like Halley’s Comet, returning every 76 years. This may seem long to us, but long-period comets like Comet Hale-Bopp, observed from 1996-1997 won’t return to the inner Solar System until the year 4385. Other types include non-periodic comets like NEOWISE, which only pass through our Solar System once.
But our experiences of these comets are not limited to the occasional fluffy snowball. As comets orbit the Sun, they can leave a trail of rocky debris in its orbital path. When Earth finds itself passing through one of these debris fields, we experience meteor showers! The most well-known of these is the Perseid meteor shower, caused by Comet 109P/Swift-Tuttle. While this meteor shower happens every August in the northern hemisphere, we won’t see Comet Swift-Tuttle again until the year 2126.
The Perseids Meteor Shower. NASA/Preston Dyches See how many comets (and asteroids!) have been discovered on NASA’s Comets page, learn how you can cook up a comet, and check out our mid-month article where we’ll provide tips on how to take astrophotos with your smartphone!
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By NASA
NASA NASA pilot Joe Walker sits in the pilot’s platform of the Lunar Landing Research Vehicle (LLRV) number 1 on Oct. 30, 1964. The LLRV and its successor the Lunar Landing Training Vehicle (LLTV) provided the training tool to simulate the final 200 feet of the descent to the Moon’s surface.
The LLRVs, humorously referred to as flying bedsteads, were used by NASA’s Flight Research Center, now NASA’s Armstrong Flight Research Center in California, to study and analyze piloting techniques needed to fly and land the Apollo lunar module in the moon’s airless environment.
Learn more about the LLRV’s first flight.
Image credit: NASA
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By NASA
President John F. Kennedy’s national commitment to land a man on the Moon and return him safely to the Earth before the end of the decade posed multiple challenges, among them how to train astronauts to land on the Moon, a place with no atmosphere and one-sixth the gravity on Earth. The Lunar Landing Research Vehicle (LLRV) and its successor the Lunar Landing Training Vehicle (LLTV) provided the training tool to simulate the final 200 feet of the descent to the lunar surface. The ungainly aircraft made its first flight on Oct. 30, 1964, at NASA’s Flight Research Center (FRC), now NASA’s Armstrong Flight Research Center (AFRC) in California. The Apollo astronauts who completed landings on the Moon attributed their successes largely to training in these vehicles.
The first Lunar Landing Research Vehicle silhouetted against the rising sun on the dry lakebed at Edwards Air Force Base in California’s Mojave Desert.
In December 1961, NASA Headquarters in Washington, D.C., received an unsolicited proposal from Bell Aerosystems in Buffalo, New York, for a design of a flying simulator to train astronauts on landing a spacecraft on the Moon. Bell’s approach, using their design merged with concepts developed at NASA’s FRC, won approval and the space agency funded the design and construction of two Lunar Landing Research Vehicles (LLRV). At the time of the proposal, NASA had not yet chosen the method for getting to and landing on the Moon, but once NASA decided on Lunar Orbit Rendezvous in July 1962, the Lunar Module’s (LM) flying characteristics matched Bell’s proposed design closely enough that the LLRV served as an excellent trainer.
Two views of the first Lunar Landing Research Vehicle shortly after its arrival and prior to assembly at the Flight Research Center, now NASA’s Armstrong Flight Research Center, in California.
Bell Aerosystems delivered the LLRV-1 to FRC on April 8, 1964, where it made history as the first pure fly-by-wire aircraft to fly in Earth’s atmosphere. Its design relied exclusively on an interface with three analog computers to convert the pilot’s movements to signals transmitted by wire and to execute his commands. The open-framed LLRV used a downward pointing turbofan engine to counteract five-sixths of the vehicle’s weight to simulate lunar gravity, two rockets provided thrust for the descent and horizontal translation, and 16 LM-like thrusters provided three-axis attitude control. The astronauts could thus simulate maneuvering and landing on the lunar surface while still on Earth. The LLRV pilot could use an aircraft-style ejection seat to escape from the vehicle in case of loss of control.
Left: The Lunar Landing Research Vehicle-1 (LLRV-1) during an engine test at NASA’s Flight Research Center (FRC), now NASA’s Armstrong Fight Research Center, in California’s Mojave Desert. Right: NASA chief test pilot Joseph “Joe” A. Walker, left, demonstrates the features of LLRV-1 to President Lyndon B. Johnson during his visit to FRC.
Engineers conducted numerous tests to prepare the LLRV for its first flight. During one of the engine tests, the thrust generated was higher than anticipated, lifting crew chief Raymond White and the LLRV about a foot off the ground before White could shut off the engines. On June 19, during an official visit to FRC, President Lyndon B. Johnson inspected the LLRV featured on a static display. The Secret Service would not allow the President to sit in the LLRV’s cockpit out of an overabundance of caution since the pyrotechnics were installed, but not yet armed, in the ejection seat. Following a Preflight Readiness Review held Aug. 13 and 14, managers cleared the LLRV for its first flight.
Left: NASA chief test pilot Joseph “Joe” A. Walker during the first flight of the Lunar Landing Research Vehicle (LLRV). Right: Walker shortly after the first LLRV flight.
In the early morning of Oct. 30, 1964, FRC chief pilot Joseph “Joe” A. Walker arrived at Edwards Air Force Base’s (AFB) South Base to attempt the first flight of the LLRV. Walker, a winner of both the Collier Trophy and the Harmon International Trophy, had flown nearly all experimental aircraft at Edwards including 25 flights in the X-15 rocket plane. On two of his X-15 flights, Walker earned astronaut wings by flying higher than 62 miles, the unofficial boundary between the Earth’s atmosphere and space. After strapping into the LLRV’s ejection seat, Walker ran through the preflight checklist before advancing the throttle to begin the first flight. The vehicle rose 10 feet in the air, Walker performed a few small maneuvers and then made a soft landing after having flown for 56 seconds. He lifted off again, performed some more maneuvers, and landed again after another 56 seconds. On his third flight, the vehicle’s electronics shifted into backup mode and he landed the craft after only 29 seconds. Walker seemed satisfied with how the LLRV handled on its first flights.
Left: Lunar Landing Research Vehicle-2 (LLRV-2) during one of its six flights at the Flight Research Center, now NASA’s Armstrong Flight Research Center, in California in January 1967. Right: NASA astronaut Neil A. Armstrong with LLRV-1 at Ellington Air Force Base in March 1967.
Walker took LLRV-1 aloft again on Nov. 16 and eventually completed 35 test flights with the vehicle. Test pilots Donald “Don” L. Mallick, who completed the first simulated lunar landing profile flight during the LLRV’s 35th flight on Sept. 8, 1965, and Emil E. “Jack” Kluever, who made his first flight on Dec. 13, 1965, joined Walker to test the unique aircraft. Joseph S. “Joe” Algranti and Harold E. “Bud” Ream, pilots at the Manned Spacecraft Center (MSC), now NASA’s Johnson Space Center (JSC) in Houston, travelled to FRC to begin training flights with the LLRV in August 1966. Workers at FRC assembled the second vehicle, LLRV-2, during the latter half of 1966. In December 1966, after 198 flights workers transferred LLRV-1 to Ellington AFB near MSC for the convenience of astronaut training, and LLRV-2 followed in January 1967 after completing six test flights at FRC. The second LLRV made no further flights, partly because the three Lunar Landing Training Vehicles (LLTVs), more advanced models that better simulated the LM’s flying characteristics, began to arrive at Ellington in October 1967. Neil A. Armstrong completed the first astronaut flights aboard LLRV-1 on Mar. 23, 1967, and flew 21 flights before ejecting from the vehicle on May 6, 1968, seconds before it crashed. He later completed his lunar landing certification flights using LLTV-2 in June 1969, one month before peforming the actual feat on the Moon.
Left: Apollo 11 Commander Neil A. Armstrong prepares to fly a lunar landing profile in Lunar Landing Training Vehicle-2 (LLTV-2) in June 1969. Middle: Apollo 12 Commander Charles “Pete” Conrad prepares to fly LLTV-2 in July 1969. Right: Apollo 14 Commander Alan B. Shepard flies LLTV-3 in December 1970.
All Apollo Moon landing mission commanders and their backups completed their lunar landing certifications using the LLTV, and all the commanders attributed their successful landings to having trained in the LLTV. Apollo 8 astronaut William A. Anders, who along with Armstrong completed some of the early LLRV test flights, called the training vehicle “a much unsung hero of the Apollo program.” During the flight readiness review in January 1970 to clear LLTV-3 for astronaut flights, Apollo 11 Commander Armstrong and Apollo 12 Commander Charles “Pete” Conrad, who had by then each completed manual landings on the Moon, spoke positively of the LLTV’s role in their training. Armstrong’s overall impression of the LLTV: “All the pilots … thought it was an extremely important part of their preparation for the lunar landing attempt,” adding “It was a contrary machine, and a risky machine, but a very useful one.” Conrad emphasized that were he “to go back to the Moon again on another flight, I personally would want to fly the LLTV again as close to flight time as possible.” During the Apollo 12 technical debriefs, Conrad stated the “the LLTV is an excellent training vehicle for the final phases. I think it’s almost essential. I feel it really gave me the confidence that I needed.” During the postflight debriefs, Apollo 14 Commander Alan B. Shepard stated that he “did feel that the LLTV contributed to my overall ability to fly the LM during the landing.”
Left: Apollo 15 Commander David R. Scott flies Lunar Landing Training Vehicle-3 (LLTV-3) in June 1971. Middle: Apollo 16 Commander John W. Young prepares to fly LLTV-3 in March 1972. Right: Apollo 17 Commander Eugene A. Cernan prepares for a flight aboard LLTV-3 in October 1972.
David R. Scott, Apollo 15 commander, stated in the final mission report that “the combination of visual simulations and LLTV flying provided excellent training for the actual lunar landing. Comfort and confidence existed throughout this phase.” In the Apollo 15 postflight debrief, Scott stated that he “felt very comfortable flying the vehicle (LM) manually, because of the training in the LLTV, and there was no question in my mind that I could put it down where I wanted to. I guess I can’t say enough about that training. I think the LLTV is an excellent simulation of the vehicle.” Apollo 16 Commander John W. Young offered perhaps the greatest praise for the vehicle just moments after landing on the lunar surface: “Just like flying the LLTV. Piece of cake.” Young reiterated during the postflight debriefs that “from 200 feet on down, I never looked in the cockpit. It was just like flying the LLTV.” Apollo 17 Commander Eugene A. Cernan stated in the postflight debrief that “the most significant part of the final phases from 500 feet down, … was that it was extremely comfortable flying the bird. I contribute (sic) that primarily to the LLTV flying operations.”
Left: Workers move Lunar Landing Research Vehicle-2 from NASA’s Armstrong Flight Research Center for display at the Air Force Test Flight Museum at Edwards Air Force Base. Right: Lunar Landing Training Vehicle-3 on display outside the Teague Auditorium at NASA’s Johnson Space Center in Houston.
In addition to playing a critical role in the Moon landing program, these early research and test vehicles aided in the development of digital fly-by-wire technology for future aircraft. LLRV-2 is on display at the Air Force Flight Test Museum at Edwards AFB (on loan from AFRC). Visitors can view LLTV-3 suspended from the ceiling in the lobby of the Teague Auditorium at JSC.
The monograph Unconventional, Contrary, and Ugly: The Lunar Landing Research Vehicle provides an excellent and detailed history of the LLRV.
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