Teknologi Kapal Luar Angkasa I

Added & Edited By:
Arip Nurahman Department of Physics, Faculty of Sciences and Mathematics
Indonesia University of Education

&

Follower Open Course Ware at MIT-Harvard University, U.S.A.

Spaceship Mockup

Image above: A mockup Orion crew module built by NASA Dryden Flight Research Center's Fabrication Branch gets a lift to its new home in the center's former Shuttle hangar. NASA photo by Tom Tschida

NASA's Orion spacecraft now in development is America's first new manned spacecraft since development of the space shuttle 30 years ago.

It's the centerpiece of NASA's Constellation program, which aims to take the next generation of human explorers to the moon and beyond.

Orion's launch abort system, a "rocket on top of the rocket," is designed to ensure the safety of its astronaut crew by pulling the crew module away from it's booster rocket in the event of a booster malfunction, either while on the launch pad or during ascent to orbit.

NASA's Dryden Flight Research Center in Southern California is leading the Orion launch abort system flight testing.

As part of this effort, NASA Dryden's Fabrication Branch constructed a mockup of the Orion crew module. More simplified than the actual spacecraft, the Orion mockup is the actual size of the real thing, inside and out.




Dryden is using the mockup to develop and verify integration and installation procedures for things like avionics, instrumentation, and wire harness routing in advance of the arrival of the first abort flight test article, called "Boilerplate 1."

Image above: NASA Dryden's mockup Orion crew module is located in Dryden's former Shuttle hangar. NASA photo by Tom Tschida.

Boilerplates, in this sense of the term, are flying simulators used in early tests designed to mimic the flight characteristics of the actual vehicle. They have the exact dimensions, aerodynamic and mass properties of the operational vehicle they will simulate in flight, in this case the Orion crew module.

The mockup has no attached forward bay on it's top, but Dryden technicians are building one that will remain separate for parachute integration procedure development.

Two pad abort and four ascent abort flight tests of the launch abort system are planned, all unmanned, with the first scheduled for 2008 and continuing through 2011.

Dryden Educator Resource Center

NASA has established the Educator Resource Center Network (ERCN) across the country to provide educators information about NASA and the educational resources and services it provides. The NASA Dryden ERC serves Southern California and Arizona. If you live outside of these areas, you can find the ERC that serves your region at: http://www.nasa.gov/education/ercn

ERC personnel work with educators to provide curriculum support materials, in-service and pre-service training using NASA educational material, demonstrate and facilitate the use of educational technologies, and partner with local, state, and regional educational organizations to become part of the systemic initiatives in the state.

The NASA Dryden Educator Resource Center materials reflect NASA research and technology development in such curriculum areas as:

Life Science Physical Science Astronomy Energy Earth Resources

Environment Mathematics Geography And careers in aerospace

The NASA Dryden Educator Resource Center is open for visitors on an appointment only basis, to make an appointment please contact 661-276-3992.

Educators can requests materials please send a written request, email, or phone message to NASA Dryden Educator Resource Center.

To Visit the NASA Dryden Educator Resource Center and the Regional ERC’s:

NASA Dryden Educator Resource Center
(Southern California and Arizona)
AERO Institute
38256 Sierra Highway
Palmdale, CA 93550
email: DrydenERC@nasa.gov
phone: 661-276-3992
fax: 661-265-9548

Embry-Riddle/NASA Educator Resource Center (Arizona)
3700 Willow Creek Road
Prescott, AZ 86301
Contact: Stacy Deveau
email: stacy.deveau@erau.edu
phone: 928-777-6281

California Science Center Educator Resource Center
(Los Angeles, California)
700 State Drive
Los Angeles, CA 90037
Contact: Marie Jennings
phone: 213-744-7675

Directions

Click here for MapQuest directions to Aero Institute

Archives

Four Easy Ways Educators Can Receive NASA Materials

NASA's unique research and missions have allowed NASA Education to produce educational materials that engage student interest in science, technology, engineering, and mathematics and support classroom curricula. NASA is working hard to make the materials easily accessible to the educational community through multiple dissemination channels – web, mail, and site visits.

There are Four Ways to Receive Materials

• Download educational resources from the NASA Portal
• Order print resources from Office Max Print-on-Demand Service at an educator discount and pick them up at Office Max store near you or
• Purchase multimedia resources for minimal cost from NASA’s Central Operation of Resources for Educators (CORE)
• Visit or contact the NASA Dryden Educator Resource Center

Portal

The NASA Portal serves as the gateway for information regarding content, programs, and services offered by NASA for the general public and, specifically, for the educational community. Providing educators access to curriculum support materials, that may be downloaded and printed from the following Web sites:
http://www.nasa.gov/education/materials

Educator Guides, Lithographs, Posters, Brochures, Bookmarks
http://www.nasa.gov/audience/foreducators/topnav/materials/about/index.html

Themed Collections of Online Resources (Grades-All Ages)
http://www.nasa.gov/audience/foreducators/topnav/schedule/extrathemes/index.html

Subject Matter Topics (Grades-All Ages)
http://www.nasa.gov/audience/foreducators/topnav/subjects/about/index.html

NASA Education Express Mailing List (Grades-All Ages)
Sign up for announcements about NASA activities and products
http://www.nasa.gov/education/express

OfficeMax

NASA and Office Max have partnered to provide educators an additional venue to acquire NASA curriculum support materials. Using the Internet, educators can search an on-line database of NASA materials, preview these materials to determine if they are appropriate, and order copies through their nearest OfficeMax for pick-up, for a nominal charge. If the educator is not within 50 miles of an OfficeMax, they can have the materials shipped to them, paying only the additional cost of postage. More information can be found at: http://www.nasa.gov/education/officemax

CORE

The Central Operation of Resources for Educators (CORE) serves as the worldwide distribution center for NASA-produced multimedia materials. For a minimal charge, CORE will provide curriculum support materials to educators who are not able to visit one of the Educator Resource Centers, or who are looking for large quantities of materials. Through its on-line catalog, educators can use the mail-order service to purchase NASA education materials, such as subject area classroom modules, DVDs, CD-ROMs and NASA Memorabilia.

Write, call, or email for further information and to request or download CORE catalog. CORE staff can also answer any questions on any of the above resources for obtaining NASA educational materials.

NASA CORE
Lorain County Joint Vocational School
15181 Route 58 South
Oberlin, OH 44074
Phone: 440-775-1400
Fax: 440-775-1460
http://www.nasa.gov/education/core

Sumber:

Gray Creech
NASA Dryden Flight Research Center

Semoga Bermanfaat

Arip Nurahman

Dasar Teknologi Penerbangan Luar Angkasa III

Added and Edited By:
Arip Nurahman Department of Physics, Faculty of sciences and Mathematics
Indonesia University of Education
&
Follower Open Course Ware at MIT-Harvard University U.S.A.

SECTION III

FLIGHT OPERATIONS

14 Launch
15 Cruise
16 Encounter
17 Extended Operations
18 Deep Space Network

Indonesian Space Force Command

Indonesian Space Force Command  

(Komando Angkatan Antariksa Indonesia) 

F-111 Aardvark

F-111 Aardvark

"Flying Pig"

 

F-111 "Aardvark"
An F-111C of the Royal Australian Air Force with its wings unswept in 2006
Role	Fighter-bomber
National origin	United States
Manufacturer	General Dynamics
First flight	21 December 1964
Introduced	18 July 1967
Retired	USAF: 1998
Status	In service with RAAF
Primary users	United States Air Force Royal Australian Air Force
Number built	563[1]
Unit cost	US$9.8 million (FB-111A)[2]
Variants	General Dynamics/Grumman F-111B General Dynamics/Grumman EF-111A Raven

The F-111 was a multipurpose tactical fighter bomber capable of supersonic speeds. The aircraft was one of the more controversial aircraft ever to fly, yet it achieved one of the safest operational records of any aircraft in USAF history and became a highly effective all-weather interdiction aircraft. As a result of a poorly thought-out development specification, both the Navy and Air Force had become committed, much against their will, to a civilian-inspired "Tactical Fighter Experimental" (TFX) program. This called for developing a single aircraft-the F-111-to fulfill a Navy fleet-defense interceptor requirement and an Air Force supersonic strike aircraft requirement. In retrospect, this was impossible to achieve, especially since planners placed priority upon the Air Force requirement, and then tried to tailor this heavy landplane to the constraints of carrier-based naval operations. 

The naval aircraft, the F-111B, was never placed in production. The Air Force aircraft, which was produced in a variety of models, including the F-111A, F-11D, F-11E, and F-11F, as well as an FB-111A strategic bomber version, had numerous problems, and only the F-111F actually fulfilled the original TFX design specification. This was less the fault of General Dynamics than of the civilian planners in the Pentagon whose "cost effective" inclinations ironically produced the major aeronautical fiasco of the 1960s-and a costly one at that. 

The early F-111As had extremely bad engine problems, suffering from compressor surge and stalls. NASA pilots and engineers wrung out the airplane in an attempt to solve its problems, studying the engine inlet dynamics of the plane to determine the nature of inlet pressure fluctuations that led to compressor surge and stall. Eventually, as a result of NASA, Air Force, and General Dynamics studies, the engine problems were solved by a major inlet redesign. 

The F-111 could operate from tree-top level to altitudes above 60,000 feet (18,200 meters). The F-111 had variable-sweep wings that allow the pilot to fly from slow approach speeds to supersonic velocity at sea level and more than twice the speed of sound at higher altitudes. Wings angle from 16 degrees (full forward) to 72.5 degrees (full aft). Full-forward wings gave the most surface area and maximum lift for short takeoff and landing. The F-111 needed no drag chute or reserve thrust to slow down after landing. 

The two crew members sat side-by-side in an air-conditioned, pressurized cockpit module that served as an emergency escape vehicle and as a survival shelter on land or water. In emergencies, both crew members remained in the cockpit and an explosive cutting cord separated the cockpit module from the aircraft. The module descended by parachute. The ejected module included a small portion of the wing fairing to stabilize it during aircraft separation. Airbags cushioned impact and help keep the module afloat in water. The module could be released at any speed or altitude, even under water. For underwater escape, the airbags raised the module to the surface after it has been severed from the plane. 

The aircraft's wings and much of the fuselage behind the crew module contained fuel tanks. Using internal fuel only, the plane had a range of more than 2,500 nautical miles (4,000 kilometers). External fuel tanks could be carried on the pylons under the wings and jettisoned if necessary. 

The F-111 could carry conventional as well as nuclear weapons. It could carry up to two bombs or additional fuel in the internal weapons bay. External ordnance included combinations of bombs, missiles and fuel tanks. The loads nearest the fuselage on each side pivoted as the wings swept back, keeping ordnance parallel to the fuselage. Outer pylons did not move but could be jettisoned for high-speed flight. 

The avionics systems included communications, navigation, terrain following, target acquisition and attack, and suppression of enemy air defense systems. A radar bombing system was used for precise delivery of weapons on targets during night or bad weather. 

The F-111's automatic terrain-following radar system flew the craft at a constant altitude following the Earth's contours. It allowed the aircraft to fly in valleys and over mountains, day or night, regardless of weather conditions. Should any of the system's circuits fail, the aircraft automatically initiated a climb.

Variants

The F-111A first flew in December 1964. The first operational aircraft was delivered in October 1967 to Nellis Air Force Base, Nev. A models were used for tactical bombing in Southeast Asia. 

Developed for the U.S. Navy, the F-111B was canceled before its production. F-111C's are flown by the Royal Australian Air Force. 

The F-111D has improved avionics with better navigation, air-to-air weapon delivery systems, and newer turbofan engines. The F-111D's were flown by the 27th Fighter Wing, Cannon Air Force Base, N.M. 

The F-111E model had modified air intakes to improve the engine's performance at speeds above Mach 2.2. Most F-111Es served with the 20th Fighter Wing, Royal Air Force Station Upper Heyford, England, to support NATO. F-111E's were deployed to Incirlik Air Base, Turkey, and were used in Operation Desert Storm. In the early morning of Jan. 17, 1991, the F-111 went into combat again in the initial bombing raids of Operation Desert Storm. More than 100 F-111 aircraft of different versions joined the first strikes against Iraq both as bombers and radar jammers. 

The F-111F had improved turbofan engines give F-111F models 35 percent more thrust than previous F-111A and E engines. The avionics systems of the F model combine features of the F-111D and E. The last F model was delivered to the Air Force in November 1976. The F models were modified to carry the Pave Tack system in their weapons bays. This system provides an improved capability to acquire, track and designate ground targets at night for delivery of laser, infrared and electro-optically guided weapons. The F-111F was proven in combat over Libya in 1986 and again over Iraq in 1991. Although F-111F's flew primarily at night during Operation Desert Storm, aircrews flew a particularly notable daytime mission using the Guided Bomb Unit (GBU-15) to seal the oil pipeline manifold sabotaged by Iraq, allowing the oil to flow into the Persian Gulf. 

As a result of the Air Force decision to retire the F-111 weapon system, the 27th Fighter Wing's 74 F-111E/F aircraft began retiring in late 1995 and were replaced with 54 F-16C/D aircraft. All F-111s in the Air Force inventory have been retired to the Aerospace Maintenance and Regeneration Center at Davis-Monthan AFB, Ariz. The center, popularly know as the boneyard, was home to all the remaining F-111E and F models by October 1996.

FB-111

Seventy-six were built as FB-111s and saw service with the Strategic Air Command until 1990 when they were converted to F-111Gs and assigned to Tactical Air Command. The F-111G was assigned to the 27th Fighter Wing at Cannon Air Force Base and was used in a training role only. The conversion made minor avionics updates and strengthened the aircraft to allow its use in a more dynamic role as a fighter aircraft.

EF-111A Raven

Development of the EF-111A Raven began in January 1975 when the Air Force contracted with Grumman Aerospace to modify two F-111As to serve as electronic warfare platforms. The F-111”s high speed, long range, substantial payload and reasonable cost made it the ideal candidate to protect allied tactical forces against enemy radar defenses. 

When converting the aircraft to its new electronic warfare role, the primary modification was the ALQ-99 jamming system, N/ALQ-137 self-protection system, and an AN/ALR-62 terminal threat warning system. To accommodate the 6,000 pounds of new electronics, Grumman added a narrow, 16-foot long canoe-shaped radome under the fuselage and a din-tip pod mounted on top of the vertical stabilizer. 

Grumman’s EF-111A prototypes staged their first flights in 1977. After two years of testing the Air Force gave the contractor the go-ahead to convert 42 F-111As into the EF-111 configuration. The modifications cost approximately $25 million per aircraft, and the total cost of the program was $1.5 billion. The first production EF-111 was delivered to the 388th Tactical Electronic Squadron at Mountain Home AFB, Idaho, in November 1981 and the aircraft became fully operational in 1983. 

The Avionics Modernization Program (AMP) included the installation of 10 new subsystems including a doppler radar and internal navigation system. The modification, installed in all 42 EF-111s, was completed in 1994. Prompted by a series of crashes attributable to the failure of the F-111’s original analog flight control system, the installation of Digital Flight Control System begann in 1990 and was completed in 1997. 

The last squadron of EF-111s remaining in service, at Cannon AFB, NM, peformed the Suppression of Enemy Air Defense [SEAD] mission. DOD decided to retire the EF-111A jammer and replace it with a new Air Force system, the high speed anti-radiation missile (HARM) targeting system on the F-16C, and the existing Navy electronic warfare aircraft, the EA-6B. Recognizing that too few EA-6B aircraft may be available to meet both Air Force and Navy needs, DOD retained these 12 EF-111s in the active inventory through 1998, when additional upgraded EA-6Bs became available.

Specifications
Primary Function	Multipurpose tactical fighter bomber.
Contractor	General Dynamics Corporation.
Power Plant	F-111A/E, two Pratt & Whitney TF30-P103 turbofans.
Thrust	F-111A/E, 18,500 pounds (8,325 kilograms) each with afterburners; F-111D, 19,600 pounds (8,820 kilograms) with afterburners; F-111F, 25,000 pounds (11,250 kilograms) with afterburners.
Length	73 feet, 6 inches (22.0 meters).
Height	17 feet, 1 1/2 inches (5.13 meters).
Wingspan	63 feet (19 meters) full forward; 31 feet, 11 1/2 inches (11.9 meters) full aft.
Speed	F-111F -- Mach 1.2 at sea level; Mach 2.5 at 60,000 feet.
Ceiling	60,000-plus feet (18,200 meters).
Range	3,565 miles (3,100 nautical miles) with external fuel tanks.
Weight	F-111F, empty 47,481 pounds (21,367 kilograms).
Maximum Takeoff Weight	F-111F, 100,000 pounds (45,000 kilograms).
Armament	Up to four nuclear bombs on four pivoting wing pylons, and two in internal weapons bay. Wing pylons carry total external load of 25,000 pounds (11,250 kilograms) of bombs, rockets, missiles, or fuel tanks. 20 CBU-52 20 CBU-59 20 CBU-71   8 CBU-87   8 CBU-89 20 MK-20   4 BL-755
Unit cost $FY98 [Total Program]	$75 million.
Crew	Two, pilot and weapon systems officer.
Date Deployed	October 1967.
Inventory	None, retired in 1996 [formerly Active force, 225; ANG, 0; Reserve, 0] In all 563 F-111s in several variants were built.

 

Sumber:


TNI AU Indonesia