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By NASA
NASA and Boeing welcomed Starliner back to Earth following the uncrewed spacecraft’s successful landing at 10:01 p.m. MDT Sept. 6, 2024, at the White Sands Space Harbor in New Mexico. Credit: NASA NASA and Boeing safely returned the uncrewed Starliner spacecraft following its landing at 10:01 p.m. MDT Sept. 6 at White Sands Space Harbor in New Mexico, concluding a three-month flight test to the International Space Station.
“I am extremely proud of the work our collective team put into this entire flight test, and we are pleased to see Starliner’s safe return,” said Ken Bowersox, associate administrator, Space Operations Mission Directorate at NASA Headquarters in Washington. “Even though it was necessary to return the spacecraft uncrewed, NASA and Boeing learned an incredible amount about Starliner in the most extreme environment possible. NASA looks forward to our continued work with the Boeing team to proceed toward certification of Starliner for crew rotation missions to the space station.”
The flight on June 5 was the first time astronauts launched aboard the Starliner. It was the third orbital flight of the spacecraft, and its second return from the orbiting laboratory. Starliner now will ship to NASA’s Kennedy Space Center in Florida for inspection and processing.
NASA’s Commercial Crew Program requires a spacecraft to fly a crewed test flight to prove the system is ready for regular flights to and from the orbiting laboratory. Following Starliner’s return, the agency will review all mission-related data.
“We are excited to have Starliner home safely. This was an important test flight for NASA in setting us up for future missions on the Starliner system,” said Steve Stich, manager of NASA’s Commercial Crew Program. “There was a lot of valuable learning that will enable our long-term success. I want to commend the entire team for their hard work and dedication over the past three months.”
NASA astronauts Butch Wilmore and Suni Williams launched on June 5 aboard Starliner for the agency’s Boeing Crewed Flight Test from Cape Canaveral Space Force Station in Florida. On June 6, as Starliner approached the space station, NASA and Boeing identified helium leaks and experienced issues with the spacecraft’s reaction control thrusters. Following weeks of in-space and ground testing, technical interchange meetings, and agency reviews, NASA made the decision to prioritize safety and return Starliner without its crew. Wilmore and Williams will continue their work aboard station as part of the Expedition 71/72 crew, returning in February 2025 with the agency’s SpaceX Crew-9 mission.
The crew flight test is part of NASA’s Commercial Crew Program. The goal of NASA’s Commercial Crew Program is safe, reliable, and cost-effective transportation to and from the International Space Station and low Earth orbit. This already is providing additional research time and has increased the opportunity for discovery aboard humanity’s microgravity testbed, including helping NASA prepare for human exploration of the Moon and Mars.
Learn more about NASA’s Commercial Crew program at:
https://www.nasa.gov/commercialcrew
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Last Updated Sep 07, 2024 EditorJessica TaveauLocationNASA Headquarters Related Terms
Commercial Crew International Space Station (ISS) ISS Research View the full article
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By NASA
NASA and Boeing teams work around Boeing’s Starliner spacecraft after it landed at White Sands Missile Range’s Space Harbor, May 25, 2022, in New Mexico for the company’s Boeing’s Orbital Flight Test-2.NASA/Bill Ingalls As NASA and Boeing prepare to return the company’s Starliner spacecraft uncrewed from the International Space Station to Earth, safety and mission success remain as top priorities for the teams. Mission managers will complete a series of operational and weather checks before the spacecraft undocks from the orbital complex.
The Starliner spacecraft is the first American capsule designed to touch down on land, supporting expedited astronaut and cargo recovery on future missions and to aid the company in spacecraft refurbishment. For Starliner missions, NASA and Boeing will use potential landing locations in the White Sands Missile Range, New Mexico; Willcox, Arizona; and Dugway Proving Ground, Utah. Edwards Air Force Base in California also is available as a contingency landing site.
Twenty-four hours before undocking, NASA analyzes weather predictions for the various landing sites. Winds at the selected landing site must be 6 mph (approximately 6 knots) or less when flying with crew, and approximately 13 mph (12 knots) or less when uncrewed. Ground temperatures must be warmer than 15 degrees Fahrenheit, and the cloud ceiling must be at least 1,000 feet. One nautical mile of visibility is required, and the area must be clear of precipitation, thunderstorms, and lightning within approximately a 22-mile (35-kilometer) radius.
When teams proceed with undocking, Starliner will complete a series of departure burns, allowing it to reach its landing site in as little as six hours. A final weather check also occurs before the spacecraft’s deorbit burn. Winds must be at or below 10 mph (9 knots). If winds exceed these limits, teams will waive the deorbit burn, and Starliner will target another landing attempt between 24 and 31 hours later.
Once clear to proceed, Starliner executes its deorbit burn, which lasts approximately 60 seconds, slowing it down enough to re-enter Earth’s atmosphere and committing the spacecraft to its targeted site. Immediately after the deorbit burn, Starliner repositions for service module disposal, which will burn up during re-entry over the southern Pacific Ocean.
Following service module separation, the command module maneuvers into re-entry position. During re-entry, the capsule experiences plasma buildup – reaching temperatures up to 3,000 degrees Fahrenheit – that may interrupt communications with the spacecraft for approximately four minutes.
NASA and Boeing teams work around Boeing’s Starliner spacecraft after it landed at White Sands Missile Range’s Space Harbor, May 25, 2022, in New Mexico for the company’s Boeing’s Orbital Flight Test-2.NASA/Bill Ingalls Once Starliner re-enters Earth’s atmosphere, the forward heatshield – located on the top of the spacecraft – is jettisoned at 30,000 feet, exposing the two drogue and three main parachutes for deployment. The parachutes will continue to slow the spacecraft down as the base heatshield is jettisoned at 3,000 feet, allowing the six landing bags to inflate. At touchdown, the spacecraft is traveling at approximately 4 mph.
NASA and Boeing teams prepare for the landing of Boeing’s Starliner spacecraft at White Sands Missile Range’s Space Harbor, May 25, 2022, in New Mexico for the company’s Orbital Flight Test-2.NASA/Bill Ingalls The NASA and Boeing landing and recovery team is stationed at a holding zone near Starliner’s intended landing site. After landing, a series of five teams move in toward the spacecraft in a sequential order.
The first team to approach the spacecraft is the gold team, using equipment that “sniffs” the capsule for any hypergolic fuels that didn’t fully burn off before re-entry. They also cover the spacecraft’s thrusters. Once given the all-clear, the silver team moves in. This team electrically grounds and stabilizes Starliner before the green team approaches, supplying power and cooling to the crew module since the spacecraft is powered down.
Hazmat teams work around Boeing’s Starliner spacecraft after it landed at White Sands Missile Range’s Space Harbor, May 25, 2022, in New Mexico for the company’s Orbital Flight Test-2. NASA/Bill Ingalls The blue team follows, documenting the recovery for public dissemination and future process review. The red team, which includes Boeing fire rescue, emergency medical technicians, and human factors engineers, then proceed to Starliner, opening the hatch.
Cargo from the International Space Station is pictured inside Boeing’s Starliner spacecraft after it landed at White Sands Missile Range’s Space Harbor, May 25, 2022, in New Mexico for the company’s Orbital Flight Test-2.NASA/Bill Ingalls The landing and recovery team begins unloading time-critical cargo from Starliner. The spacecraft is then transferred to Boeing facilities at NASA’s Kennedy Space Center in Florida for refurbishment ahead of its next flight.
NASA’s Commercial Crew Program is working with the American aerospace industry through a public-private partnership to launch astronauts on American rockets and spacecraft from American soil. The program’s goal is to provide safe, reliable, and cost-effective transportation on space station missions, which will allow for additional research time. The space station remains the springboard to NASA’s next great leap in space exploration, including future missions to the Moon and, eventually, to Mars.
For more information about the agency’s Commercial Crew Program, visit:
https://www.nasa.gov/commercialcrew
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By NASA
5 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
A National Advisory Committee for Aeronautics researcher notes the conditions on the P-39L after its first test run in the Icing Research Tunnel on Sept. 13, 1944. The aircraft was too large to fit in the test section, so it was installed downstream in a larger area of the tunnel. The initial tests analyzed ice buildup on the nose, propeller blades, and antennae. In the summer of 1945, the P-39L was used to demonstrate the effectiveness of a thermal pneumatic boot ice-prevention system and heated propeller blades.Credit: NASA On Sept. 13, 1944, researchers subjected a Bell P-39L Airacobra to frigid temperatures and a freezing water spray in the National Advisory Committee for Aeronautics (NACA)’s new Icing Research Tunnel (IRT) to study inflight ice buildup. Since that first run at the Aircraft Engine Research Laboratory (now NASA’s Glenn Research Center) in Cleveland, the facility has operated on a regular basis for 80 years and remains the oldest and one of the largest icing tunnels in the world.
Water droplets in clouds can freeze on aircraft surfaces in certain atmospheric conditions. Ice buildup on the forward edges of wings and tails causes significant decreases in lift and rapid increases in drag. Ice can also block engine intakes and add weight. NASA has a long tradition of working to understand the conditions that cause icing and developing systems that prevent and remove ice buildup.
The NACA decided to build its new icing tunnel adjacent to the lab’s Altitude Wind Tunnel to take advantage of its powerful cooling equipment and unprecedented refrigeration system. The system, which can reduce air temperature to around –30 degrees Fahrenheit, produces realistic and repeatable icing conditions using a spray nozzle system that creates small, very cold droplets and a drive fan that generates airspeeds up to 374 miles per hour.
View upstream of the Icing Research Tunnel’s 25-foot-diameter drive fan in 1944. The original 12-bladed wooden fan and its 4,100-horsepower motor could produce air speeds up to 300 miles per hour. The motor and fan were replaced in 1987 and 1993, respectively.Credit: NASA Two rudimentary icing tunnels had briefly operated at the NACA’s Langley Memorial Aeronautical Laboratory in Hampton, Virginia, but icing research primarily relied on flight testing. The sophisticated new tunnel in Cleveland offered a safer way to study icing physics, test de-icing systems, and develop icing instrumentation.
During World War II, inlet icing was a key contributor to the heavy losses suffered by C-46s flying supply missions to allied troops in China. In February 1945, a large air scoop from the C-46 Commando was installed in the tunnel, where researchers determined the cause of the issue and redesigned the scoop to prevent freezing water droplets entering. The modifications were later incorporated into the C–46 and Convair C–40.
A National Advisory Committee for Aeronautics engineer experiments with an Icing Research Tunnel water spray system design in September 1949. Researchers used data taken from research flights to determine the proper droplet sizes. The atomizing spray system was perfected in 1950.Credit: NASA Despite these early successes, NACA engineers struggled to improve the facility’s droplet spray system because of a lack of small nozzles able to produce sufficiently small droplets. After years of dogged trial and error, the breakthrough came in 1950 with an 80-nozzle system that produced the uniform microscopic droplets needed to properly simulate a natural icing cloud.
Usage of the IRT increased in the 1950s, and the controlled conditions produced by the facility helped researchers define specific atmospheric conditions that produce icing. The Civil Aeronautics Authority (the precursor to the Federal Aviation Administration) used this data to establish regulations for all-weather aircraft. The facility also contributed to new icing protections for antennae and jet engines and the development of cyclical heating de-icing systems.
The success of the NACA’s icing program, along with the increased use of jet engines – which permitted cruising above the weather – reduced the need for additional icing research. In early 1957, just before the NACA transitioned to NASA, the center’s icing program was terminated. Nonetheless, the IRT remained active throughout the 1960s and 1970s supporting industry testing.
The Icing Research Tunnel is highlighted in this 1973 aerial photograph. The larger Altitude Wind Tunnel (AWT) is located behind it, and the Refrigeration Building that supported both tunnels is immediately to the left of the AWT.Credit: NASA By the mid-1970s, new icing issues were arising due to the increased use of helicopters, regional airliners, and general aviation aircraft. The center held an icing workshop in July 1978 where over 100 icing experts from across the world converged and lobbied for a reinstatement of NASA’s icing research program.
The agency agreed to provide funding to support a small team of researchers and increase operation of the icing facility. In 1982, a deadly icing-related airline crash spurred NASA to bring back a full-fledged icing research program.
Nearly all the tunnel’s major components were subsequently upgraded. Use of the IRT skyrocketed, and there was at least a one-year wait for new tests during this period. In 1988, the facility operated more hours than any year since 1950.
This model was installed in the Icing Research Tunnel in 2023 as part of the Advanced Air Mobility Rotor Icing Evaluation Study, which sought to refine testing of rotating models in the tunnel, validate 3D computational models, and study propeller icing issues.Credit: NASA The facility was used in a complementary way with the Twin Otter aircraft and computer simulation to improve de-icing systems, predictive tools, and instrumentation. IRT testing also accelerated the all-weather certification of the OH-60 Black Hawk helicopter. In the 1990s, the icing program turned its attention to combatting super-cooled large droplets, which can cause ice buildup in areas not protected by leading edge de-icing systems, and tailplane icing, which can cause commuter aircraft to pitch forward.
The IRT was one of the busiest facilities at the center in the 2000s and continues to maintain a steady test schedule today, investigating icing on turbofan engines and propellers, refining testing of rotating models, validating 3D models, and much more. The IRT been used to develop nearly every modern ice protection system, provided key icing environment data to regulatory agencies, and validated leading ice prediction software. After 80 years, it remains a critical tool for sustaining NASA’s leadership in the icing field.
More Resources:
“We Freeze to Please”: A History of NASA’s Icing Research Tunnel and the Quest for Flight Safety Icing Research Tunnel Website International Historic Mechanical Engineering Landmark NASA Glenn’s Aeronautics Research NASA’s Aeronautics Research Mission Directorate Explore More
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By NASA
5 Min Read NASA’s Webb Reveals Distorted Galaxy Forming Cosmic Question Mark
The galaxy cluster MACS-J0417.5-1154. Full image below. Credits:
NASA, ESA, CSA, STScI, V. Estrada-Carpenter (Saint Mary’s University). It’s 7 billion years ago, and the universe’s heyday of star formation is beginning to slow. What might our Milky Way galaxy have looked like at that time? Astronomers using NASA’s James Webb Space Telescope have found clues in the form of a cosmic question mark, the result of a rare alignment across light-years of space.
“We know of only three or four occurrences of similar gravitational lens configurations in the observable universe, which makes this find exciting, as it demonstrates the power of Webb and suggests maybe now we will find more of these,” said astronomer Guillaume Desprez of Saint Mary’s University in Halifax, Nova Scotia, a member of the team presenting the Webb results.
Image A: Lensed Question Mark (NIRCam)
The galaxy cluster MACS-J0417.5-1154 is so massive it is warping the fabric of space-time and distorting the appearance of galaxies behind it, an effect known as gravitational lensing. This natural phenomenon magnifies distant galaxies and can also make them appear in an image multiple times, as NASA’s James Webb Space Telescope saw here. Two distant, interacting galaxies — a face-on spiral and a dusty red galaxy seen from the side — appear multiple times, tracing a familiar shape across the sky. Active star formation, and the face-on galaxy’s remarkably intact spiral shape, indicate that these galaxies’ interaction is just beginning. NASA, ESA, CSA, STScI, V. Estrada-Carpenter (Saint Mary’s University). While this region has been observed previously with NASA’s Hubble Space Telescope, the dusty red galaxy that forms the intriguing question-mark shape only came into view with Webb. This is a result of the wavelengths of light that Hubble detects getting trapped in cosmic dust, while longer wavelengths of infrared light are able to pass through and be detected by Webb’s instruments.
Astronomers used both telescopes to observe the galaxy cluster MACS-J0417.5-1154, which acts like a magnifying glass because the cluster is so massive it warps the fabric of space-time. This allows astronomers to see enhanced detail in much more distant galaxies behind the cluster. However, the same gravitational effects that magnify the galaxies also cause distortion, resulting in galaxies that appear smeared across the sky in arcs and even appear multiple times. These optical illusions in space are called gravitational lensing.
The red galaxy revealed by Webb, along with a spiral galaxy it is interacting with that was previously detected by Hubble, are being magnified and distorted in an unusual way, which requires a particular, rare alignment between the distant galaxies, the lens, and the observer — something astronomers call a hyperbolic umbilic gravitational lens. This accounts for the five images of the galaxy pair seen in Webb’s image, four of which trace the top of the question mark. The dot of the question mark is an unrelated galaxy that happens to be in the right place and space-time, from our perspective.
Image B: Hubble and Webb Side by Side
Image Before/After In addition to producing a case study of the Webb NIRISS (Near-Infrared Imager and Slitless Spectrograph) instrument’s ability to detect star formation locations within a galaxy billions of light-years away, the research team also couldn’t resist highlighting the question mark shape. “This is just cool looking. Amazing images like this are why I got into astronomy when I was young,” said astronomer Marcin Sawicki of Saint Mary’s University, one of the lead researchers on the team.
“Knowing when, where, and how star formation occurs within galaxies is crucial to understanding how galaxies have evolved over the history of the universe,” said astronomer Vicente Estrada-Carpenter of Saint Mary’s University, who used both Hubble’s ultraviolet and Webb’s infrared data to show where new stars are forming in the galaxies. The results show that star formation is widespread in both. The spectral data also confirmed that the newfound dusty galaxy is located at the same distance as the face-on spiral galaxy, and they are likely beginning to interact.
“Both galaxies in the Question Mark Pair show active star formation in several compact regions, likely a result of gas from the two galaxies colliding,” said Estrada-Carpenter. “However, neither galaxy’s shape appears too disrupted, so we are probably seeing the beginning of their interaction with each other.”
“These galaxies, seen billions of years ago when star formation was at its peak, are similar to the mass that the Milky Way galaxy would have been at that time. Webb is allowing us to study what the teenage years of our own galaxy would have been like,” said Sawicki.
The Webb images and spectra in this research came from the Canadian NIRISS Unbiased Cluster Survey (CANUCS). The research paper is published in the Monthly Notices of the Royal Astronomical Society.
Image C: Wide Field – Lensed Question Mark (NIRCam)
The James Webb Space Telescope is the world’s premier space science observatory. Webb is solving mysteries in our solar system, looking beyond to distant worlds around other stars, and probing the mysterious structures and origins of our universe and our place in it. Webb is an international program led by NASA with its partners, ESA (European Space Agency) and CSA (Canadian Space Agency).
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Laura Betz – laura.e.betz@nasa.gov, Rob Gutro – rob.gutro@nasa.gov
NASA’s Goddard Space Flight Center, Greenbelt, Md.
Christine Pulliam – cpulliam@stsci.edu , Leah Ramsey – lramsey@stsci.edu
Space Telescope Science Institute, Baltimore, Md.
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Last Updated Sep 04, 2024 Editor Stephen Sabia Contact Laura Betz laura.e.betz@nasa.gov Related Terms
Astrophysics Galaxies Galaxies, Stars, & Black Holes Galaxy clusters Goddard Space Flight Center Gravitational Lensing James Webb Space Telescope (JWST) Science & Research The Universe View the full article
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By NASA
Joseph Ladner stands at NASA’s Stennis Space Center near Bay St. Louis, Mississippi, where he leads a team managing the budgets to fund the nation’s premier propulsion test site. NASA/Danny Nowlin Joseph Ladner’s experiences working at NASA’s Stennis Space Center near Bay St. Louis, Mississippi, motivate him to “pay it forward” so more people can be a part of something great.
“It is exciting to be at a place like NASA Stennis that continues to reinvent itself to stay relevant,” Ladner said. “You can do just about anything you can imagine with a workforce committed to its success.”
The Gulfport, Mississippi, resident is the lead budget analyst in the NASA Stennis Office of the Chief Financial Officer. His team manages budgets that fund the nation’s premier propulsion test site.
Ladner can point to three pivotal moments propelling him to a career with NASA. The first came by attending ASTRO CAMP at NASA Stennis every summer as a child. The thrilling experiences of launching paper rockets and conducting science experiments left him with the question, “How do I get to work there?”
The answer came into focus years later. Much like launching paper rockets, Ladner’s career started at ground level before reaching higher heights.
He started on the lowest end of the General Schedule pay scale as a GS-1 clerk for the Naval Oceanographic Office, located at NASA Stennis, while attending Mississippi Gulf Coast Community College.
A second pivotal moment also came during this time. The Saucier, Mississippi, native credits mentor Pamela Stenum for putting him on a career path in procurement so he could use the math and analytical skills that came natural to him.
The clerk role, expected to be only for one semester, continued through Ladner’s studies at The University of Southern Mississippi, where he earned a bachelor’s degree in Business Administration.
“I literally came in from the bottom, and someone saw potential in me,” Ladner said. “She realized I was a hard worker and that I cared about the product I was putting out.”
The third, and most profound, moment leading Ladner to a NASA career happened when the space shuttle Columbia orbiter suffered a catastrophic failure during return to Earth.
“I will never forget standing in the crowd that morning waiting for the launch of Columbia (in 2003) and hearing the commander over the loudspeakers thank everyone for the efforts to get them to this point and saying farewell to his family,” Ladner said. “No one knew it would ultimately be the crew’s last farewell. That tragic incident left me with a greater sense that there are many opportunities, but life is short. That thought and NASA’s return to flight mission left me with a desire to be part of NASA.”
Ladner started his career with the agency two years later and has worked inspired ever since. His role as lead budget analyst contributes to the Artemis campaign that will establish the foundation for long-term scientific exploration of the Moon, land the first woman, first person of color, and its first international partner astronaut on the lunar surface, and prepare for human expeditions to Mars for the benefit of all.
His job currently involves navigating challenges of increased costs and reduced budgets. From Ladner’s perspective, the challenges present opportunities for innovation and new ideas.
“Knowing my work is part of a greater cause impacting the Artemis Generation that could make a difference to society is the best thing about working at NASA Stennis,” Ladner said. “There is some awe and wonder about working at NASA, so it is neat to say you are a part of that.”
Learn more about the people who work at NASA Stennis View the full article
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