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This paper describes the design and testing of a three phase, 200 Amp. per phase, AC power controller intended to replace electromechanical bus tie and cross tie contactors in commercial aircraft electric power systems. In order to design an effective overall electric power system, both the primary transmission subsystem and the secondary distribution subsystem must operate together, controlling the flow of power in a seamless fashion. This is not possible using electromechanical contactors in the primary subsystem.

The McDonnell Douglas Delta family of launch vehicles, in its more than 30-year history, has proven to be the most reliable spacecraft deployment platform for both the US government and the private sector. This success is due to the continuous and focused application of advanced, affordable engineering and manufacturing technologies in all stages of the design, fabrication, assembly, quality assurance, and launch. One of the recent technological breakthroughs that has enhanced the Delta's service capabilities is the development and use of large composite structures in critical components. Among these structures is the payload fairing, which acts as a protective shroud for the spacecraft. Traditional composite manufacturing techniques, however, are very labor-intensive and time-consuming.

Future military aircraft will demand lower cost and lower weight subsystems that are more reliable, and easier to maintain and support. To identify and develop subsystems integration technologies that could provide benefits such as these to current and future military aircraft, the Air Force Wright Laboratory (WL/FIVE) initiated the Subsystem Integration Technology (SUIT) program in 1991. McDonnell Douglas Aerospace (MDA) together with Pratt and Whitney (PWA), and AlliedSignal Aerospace Systems and Equipment (ASE) was one of three teams that participated in Phase I of the SUIT program. The MDA Team's goal was to conceptually formulate a SUIT approach which would provide significantly reduced weight and costs while increasing cooling and power generation capabilities. These goals were achieved with a new and innovative energy subsystem suite which integrates aircraft and engine subsystem power, cooling, pumping, and controls.

As manned spacecraft have evolved into larger and more complex configurations, the mandate for preventing, detecting, and extinguishing on-board fires has grown proportionately to ensure the success of progressively ambitious missions. The closed environment and high value of manned spacecraft offer the Fire Detection and Suppression (FDS) systems designer significant challenges. With the presence of Oxygen (O2), flammable materials, and ignition sources, it is impossible to completely remove the likelihood of a spacecraft fire. Manned spacecraft contain these three ingredients for fire; therefore, it becomes profitable to review past designs of FDS systems and ground testing to determine system performance and lessons learned in the past for present and future applications.

The National Aeronautics and Space Administration (NASA) Space Station Freedom (SSF) will use Flow-Through Radiators (FTRs) to reject waste heat that is collected from the on-board Heat Acquisition Devices (HADs). The waste heat is sent to the FTRs via the Pump Module Assembly (PMA) subsystem of the External Active Thermal Control System (EATCS). Two developmental FTR panels were integrated with the EATCS Ground Test Article (GTA). The integrated components were investigated under a thermal/vacuum environment in Thermal/Vacuum Chamber A at NASA/JSC during June, 1992. A detailed SINDA/FLUINT FTR model was developed to predict the steady-state thermal/hydraulic performance of the FTRs. A simplified SINDA/FLUINT FTR model was also developed for use in the GTA integrated model. Schematics and plots comparing the test data and model results are presented for both steady-state and transient conditions.

This paper presents an overview of the design and operation of the internal thermal control system (ITCS) developed for Space Station Freedom by the NASA-Johnson Space Center and McDonnell Douglas Aerospace to provide cooling for the resource nodes, airlock, and pressurized logistics modules. The ITCS collects, transports, and rejects waste heat from these modules by a dual-loop, single-phase water cooling system. ITCS performance, cooling, and flow rate requirements are presented. An ITCS fluid schematic is shown and an overview of the current baseline system design and its operation is presented. Assembly sequence of the ITCS is explained as its configuration develops from Man Tended Capability (MTC), for which node 2 alone is cooled, to Permanently Manned Capability (PMC) where the airlock, a pressurized logistics module, and node 1 are cooled, in addition to node 2.

The NASA Johnson Space Center has plans to integrate a Solid Amine Water Desorbed (SAWD II) carbon dioxide removal subsystem into the Variable Pressure Growth Chamber (VPGC). The SAWD II subsystem will be used to remove any excess carbon dioxide (CO2) input into the VPGC which is not assimilated by the plants growing in the chamber. An analysis of the integrated VPGC-SAWD II system was performed using a mathematical model of the system implemented in the Computer-Aided System Engineering and Analysis (CASE/A) package. The analysis consisted of an evaluation of the SAWD II subsystem configuration within the VPGC, the planned operations for the subsystem, and the overall performance of the subsystem and other VPGC subsystems. Based on the model runs, recommendations were made concerning the SAWD II subsystem configuration and operations, and the chambers' automatic CO2 injection control subsystem.

A method for applying an organic coating to Z-93, an inorganic white thermal control paint, was developed to protect Z-93 from contamination and damage. A layer of FEP Teflon™ was applied over Z-93 to provide a smooth, continuous surface without adversely affecting its optical properties. Additionally, new low-absorptance, controlled-emittance thermal control paints were developed for low Earth orbit (LEO) applications, such as the International Space Station. These paints have a range of infrared emittances from 0.26 to 0.88, and are stable in simulated LEO environments, including atomic oxygen and ultraviolet radiation. Patent applications have been submitted for these concepts.

The Space Constructible Radiator (SCR) Life Test heat pipe performance testing is currently conducted at NASA/Johnson Space Center as part of the Advanced Technology Development Program. The SCR is a dual passage, monogroove heat pipe radiator designed and manufactured by Grumman Aerospace for NASA. The heat pipe has many aerospace applications since it can transport a large amount of heat with a compact lightweight design. As the micro-meteoroid/orbital debris environment worsens, it may be advantageous to add the heat pipe radiator to the Space Station's thermal control system. The SCR Life Test has been operating over the last 10 years and will continue until the year 2000. The overall heat transfer coefficient has decreased from 792 W/K (1500 Btu/Hr-°F) to 475 W/K (900 Btu/Hr-°F) but appears to have stabilized. This paper summarizes the SCR Life Test setup and the test results to date.

The paper describes the development, implementation, and benefits of a real-time statistical process control (SPC) data acquisition and response system. The system has been installed on four production CNC riveters and provides enhanced, in-process control of automated fastening machine performance. Each system employs commercially available SPC components. These components, coupled with real-time data acquisition computers, have been integrated with the riveter's controllers and sensors to detect process anomalies as they occur. Real-time knowledge of fastening machine performance is the benefit of this system's approach to SPC. Fastener quality is ensured during the fastening cycle, not after sequences (and perhaps hundreds of rivets) have been completed.

The successes of the long-duration MDA/NASA test programs for advanced life-support systems conducted prior to 1971 were highly dependent on the selection and training of both the test crews that remained inside the test chamber throughout the test periods and the outside operating staff. The operating staff was responsible for overall test performance, crew safety monitoring, operation and maintenance of the test facilities, and collection and maintenance of data. A selection, training, and certification program was developed and performed to ensure operating staff members had the correct technical skills and could work effectively together with the inside crew. A training program was designed to ensure that each selected operating staff member was capable of performing all assigned functions and was sufficiently cross-trained to serve at other positions on a contingency basis, if needed.

This paper is focusing on considerations pertaining to riveting/fastening systems and assembly methodology currently in use for large aircraft fuselage structures. Discussion of process principles on which current systems are based is addressing distribution of rivets along the aircraft structure, riveting/fastening systems and equipment flexibility. An attempt was made to predict the most probable future equipment development trends based on the need for more efficiency in all aircraft structural assembly and in high level and final assembly areas.