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NASA NTRSDate not supplied

Power Beaming from Lunar Orbit for Small Science Landers

A proposal for future small science mission to the moon envisions a network of small landers spread across the lunar surface, at latitudes ranging from equatorial to near polar landing sites. To provide power across the lunar nighttime, when solar power is not available, we analyze a proposal to power such small landers from orbit, using a laser to direct power from an orbital power station to photovoltaic arrays on the landers that are tuned to the laser wavelength. The approach is seen to be feasible, and conops for the system were outlined and a design for the spacecraft put together. To provide power to landers at any location, three orbital stations are required, each carrying a 3-kW laser.

Power Beaming↗

NASA NTRSDate not supplied

Structural Requirements and Scaling Analysis of a Fluidic Mirror Space Telescope Support Structure

The NASA FLUTE project proposes large-scale (50m) fluidic telescopes for astronomy applications. To continue to explore the universe, astronomers require larger and larger telescope apertures. The highest priority astrophysics targets such as exoplanets and early galaxies are extremely faint, motivating larger telescope apertures. However, mission costs depend on aperture diameter, and scaling apertures beyond 10-m apertures faces economic and technological viability challenges. An unsegmented primary mirror made in space via fluidic microgravity shaping would provide a scalable and cost-effective method to scale apertures to 50-m scale while achieving sub-nanometer (root mean square) surface quality. Such microgravity fluidic shaping has been demonstrated in laboratory neutral buoyance environments, parabolic microgravity experiments, as well aboard the International Space Station. One of the main components of a fluidic observatory is the mirror frame. The frame must provide a stable bounding circular ring which the edges of the fluid mirror surface can wet. The frame can optionally provide a ‘floor’ surface on the interior of the ring to provide additional fluid support and reduce required fluid volume. In this work, we evaluate several classes of structural frame architectures potentially suitable for a fluidic telescope support structure. We start by estimating stability requirements, orbital, station keeping, and slew loads based on a notional CONOPS. The scaling of overall fluid mass required for each architecture is evaluated. Preliminary results elucidate the importance of a support floor for overall mission viability above 10-m diameter. We then investigate the scaling of a tetrahedral truss frame support structure. We show that segmented solid shell support surfaces can provide sufficient stability at modest mass fractions. We estimate that the total fluid and frame mass for a 50-m telescope could be on the order of 15,000 kg. Finally, implementation considerations are discussed, including deployment/assembly methodologies. The results of this study establish feasibility of a large-scale fluidic telescope and will guide further architecture development and detailed structural design.

Christine Gregg↗

NASA NTRSDate not supplied

ExMC Systems Engineering Status

The Exploration Medical Capability (ExMC) Element within the Human Research Program (HRP) applies systems engineering principles along with the use of Model-Based Systems Engineering (MBSE) tools to identify and communicate the requirements for medical and crew health and performance (CHP) systems. The MBSE approach to medical system design offers a paradigm shift toward greater integration between the vehicle and a human health and performance system. In addition, the MBSE tools provide a means in which systems engineers can develop different views of the relationships between and among requirements, standards, functions, and capabilities, to name a few, that is best suited for a user’s objectives. Applying these tools, ExMC Systems Engineering (SE) developed three MBSE models in support of multiple projects in fiscal year (FY) 2023. These included the Long-Duration Lunar Orbit and Lunar Surface (LDLOLS) Medical System Foundation, Earth-Independent Medical Operations (EIMO) medical system ConOps, and the 2023 Artemis CHP System model. This talk will provide a high-level overview of what the ExMC SE team has accomplished since the last Investigators’ Workshop, an introduction to upcoming SE talks, and the ongoing systems engineering work.

Systems engineering↗

NASA NTRSDate not supplied

Assessing the Relocation of Artemis Foundational Lunar Surface Concepts

The National Aeronautics and Space Administration (NASA) has defined a functionally based Moon to Mars (M2M) architecture consisting of four key human exploration segments: human lunar return (HLR), foundational exploration (FE), sustained lunar evolution (SLE), and humans to Mars (H2M). These segments are portions of the architecture which represent a stepwise increase in complexity and achievement of M2M objectives [1]. As systems are deployed during the FE segment, it may be desired or even necessary to relocate these elements on the lunar surface as the architecture transitions into the SLE segment. While some Artemis elements under development, such as rovers, are being designed for mobility during both crewed and uncrewed/dormant periods, other architectural concepts do not currently carry a mobility capability. In preparation for the Agency’s 2023 Architecture Concept Review (ACR), a team was assembled to establish a methodology for assessing the relocation feasibility of normally stationary elements. Such a capability could be applied locally or regionally, and might allow for re-purposing previously occupied terrain, expansion of exploration range, aggregation of habitation elements, or retiring systems at the end of their useful service life. The assembled NASA team investigated the relocation trade space through defining a representative concept of operations (ConOps) and assessing possible system impacts. The team focused predominately on the relocation of medium and large surface habitat architectural concepts through surface-based traverses utilizing separable mobility platforms (SMP). A representative mobility platform model was placed through simulation to analyze the possible energy requirements and dynamic illumination impacts. Preliminary assessment indicated that element relocation might be achievable, however significant system and architectural-level risks still need to be quantified. Future analysis will assist in determining what degree of element relocation provides the greatest benefit to achieving a sustained lunar presence. [1] NASA. (2022). Moon to Mars Objectives. Retrieved from: https://www.nasa.gov/sites/default/files/atoms/files/m2m-objectives-exec-summary.pdf

Artemis↗

NASA NTRS2024

An Integrated Architecture Study for Autonomous Lunar Construction

Lunar construction is an expanding field within NASA’s Moon to Mars objectives that presents many challenges and requires innovative and reliable forms of autonomous operations on the surface of the Moon to further the technologies needed for human space exploration. Marshal Space Flight Center’s (MSFC) Advanced Concepts Office (ACO) addressed Lunar Infrastructure Objective LI-4 l by developing a Pre-Phase A, integrated architecture to inform a demonstration for lunar construction operations. The ACO study traded three architectures that would survey and prepare a construction area to build a landing pad out of lunar regolith using MMPACT (Moon-to-Mars Planetary Autonomous Construction Technology) platforms, rovers, and navigation outposts. The main trades examined navigation for the system/architecture, options for rover navigation, battery vs continuous tether power for the MMPACT robotic arm, and assigning site prep functionality to the rovers vs the platforms. Results of the study determined that the best options for the scenario provided would be local navigation (more accurate and continuous), a combination of Light Detection and Ranging (LiDAR) for initial site mapping with subsequent Smart Video Guidance Sensors (SVGS) to save power for construction, and using tethered power to decrease mission duration. The team also concluded that assigning site prep functionality to either the rovers or the platforms has benefits and challenges; future studies could explore having that functionality on both the rovers and platforms. Lastly, the team provided a Concept of Operations (ConOps) timeline that can be used in real-time ground demonstrations to explore the mission timeline, construction processes, autonomous operations, and communication systems that can be tested using MSFC’s lunar regolith field and Lunar Utilization Control Area (LUCA).

Sarah Triana↗

NASA NTRSDate not supplied

Advanced Supersonic Parachute Inflation Research Experiment 2 (ASPIRE2) Flight Mechanics and Parachute Performance

The Advanced Supersonic Parachute Inflation Re-search Experiment-2 (ASPIRE2) program consists of a sounding rocket flight test to be launched at Wallops Flight Facility (WFF) in 2025. This effort seeks to qualify the supersonic parachute for the Sample Retrieval Lander (SRL) under the Mars Sample Return (MSR) program, building off the successes of its predecessor program, ASPIRE, which launched in both 2017 and 2018. The conops for the ASPIRE2 mission are shown in Figure 1 relative to its predecessor. While the ASPIRE pro-gram qualified a 21.5 m diameter disk-gap band parachute deployed at Mach 1.7, the SRL parachute will be increased to 24 m in diameter and target a Mach 2.1 parachute deployment condition, the largest diameter supersonic parachute deployed at the highest Mach number to date. These requirements are driven by the increased landing mass of the sample retrieval lander, which is roughly a 50% increase over that of the Mars2020 entry vehicle. These changes necessitate ASPIRE2 to certify the parachute performance under similar deployment conditions. This work will cover the 6-DoF para-chute model implementation and flight mechanics performance for the ASPIRE2 campaign and discuss how these results will impact the design of the test article. The ASPIRE2 trajectory is simulated using a multi-body flight dynamics tool, Program to Optimize Simulated Trajectories II (POST2). This work will summarize both the flight mechanics and parachute modeling (from payload separation until splashdown) and performance for this mission. Various design trades will be assessed such as para-chute tuning parameters as well as vehicle center of gravity location.

Evan Roelke↗

NASA NTRSDate not supplied

Testing a Run-Time Assurance Framework Coupled with Integrated Risk Mitigation Capabilities for Autonomous Urban UAS Flights

The In-Time Aviation Safety Management System (IASMS) Concept of Operations (ConOps) envisions new capabilities to monitor, assess, and mitigate flight safety risks. Systems will be tailored to mission type, vehicle/equipage type, operational environment, and safety risk tolerance. Within an IASMS framework, several capabilities may be implemented spanning three operational phases (pre-flight, in-flight, and post-flight/off-line); and consisting of lower level functions and information services which may reside onboard the aircraft, on third-party server(s), and/or on ground/operator station(s). Each capability will be designed to produce and disseminate safety-relevant information; perform detection, diagnosis, and prediction of unsafe situations; and/or execute mitigation actions when hazardous events warrant such changes. This paper focuses on recent testing of airborne capabilities that demonstrate inflight aspects of the overarching concept for autonomous unmanned aircraft systems (UAS) operations in urban environments. A flight test architecture is described that applies run-time assurance principles (e.g., executes independent of the unassured autopilot), real-time risk assessment, and a technique to execute contingencies if necessary either automatically or via pilot intervention. Several tests using small UAS were conducted to verify the assured in-flight risk mitigation capability. The paper draws significantly from a larger NASA technical report and recent prior conference papers, providing additional details. Data is analyzed for two representative flights to illustrate the performance for various sequential and simultaneous hazards used during testing. During each automated flight, several hazards are encountered at various points along the flight path. At each point, the hazard is mitigated by the system, with the vehicle then continuing to subsequent points. The paper concludes with lessons-learned regarding relevant aspects of the overarching IASMS concept and how it may be updated and further advanced in the future.

population activity↗

NASA NTRSDate not supplied

Space-Based Solar Power: An Enabler for Expanded Lunar Surface Exploration and Mobility Operations

The achievement of industrial and scientific goals set by the National Aeronautics and Space Administration (NASA) Artemis missions within the Moon to Mars (M2M) architecture greatly relies on the breadth and efficacy of lunar surface exploration. The lunar surface environment presents various challenges and complexities to sustainable mission operations and activities. Power generation and distribution capabilities are vital for exploration on the lunar surface, which can enable activities such as subsurface sample collection, permanently shadowed region (PSR) prospecting, and lunar terrain mapping. Innovative power technologies that demonstrate flexibility, reliability, and high capacity are desirable to achieve sustainable operations and infrastructure on the lunar surface. Studies have proposed solar-powered spacecraft in cislunar orbit capable of beaming power to lunar surface assets as a solution to this problem. This study analyzes the benefit that space-based solar power (SBSP) assets could deliver to the M2M architecture by measuring its potential to augment lunar surface exploration opportunity. Qualitative measures of SBSP’s potential impact will include, but not be limited to, power available across surface elements, surface mobility range, and delivered landed mass. These measures are assessed for a notional surface architecture measured against its baseline configuration (no external power augmentation). Additionally, this presentation will provide an overview of the SBSP system design configuration trade space, subsystem parameter trade space, and results from preliminary spacecraft concept of operations (ConOps) and sizing.

Space-based solar power↗

NASA NTRSDate not supplied

Evaluating Lunar Water Processing System Model Configurations for Small Scale Oxygen and Hydrogen Production Within JAXA’s ISRU Technology Demonstration Plant

In-Situ Resource Utilization (ISRU) refers to novel methods of extracting and processing local resources for use in life support and propulsion systems, reducing or eliminating the required consumables to be transferred from Earth. Current estimates of water-ice availability embedded in regolith within the Moon’s permanently shadowed regions (PSR’s)range between 1-5% by weight. However, the composition and characteristics of the “wet” regolith is unknown. Alternate ISRU excavation techniques and Concept of Operations (ConOps) must be explored to optimize surface system operations based on these factors. To assess the feasibility of different ISRU subsystem technologies and compare system architecture configurations, an interchangeable system model was generated to incorporate technologies spanning excavation of raw materials to storage of products and determine optimal arrangement of total system processing needs. Total Mass, Volume, and Power (M/V/P) requirements were computed for 168 design iterations of this water processing plant.

ISRU↗

NASA NTRSDate not supplied

An in-Time Aviation Safety Management System Concept of Operations and Modernization of the National Airspace System

The National Airspace System (NAS) is growing in complexity of aircraft, missions, and operations. In response, many organizations have published papers and concepts of operations (ConOps) for new and enhanced safety systems. The National Academies’ vision for an In-time Aviation Safety Management System (IASMS) is integral to Federal Aviation Administration (FAA) modernization efforts. The National Aeronautics and Space Administration (NASA) System-Wide Safety (SWS) project is conducting safety research, exploring solutions, and defining the safety needs of future missions, such as Advanced Air Mobility (AAM) and autonomous aircraft operating in a more connected, flexible, and dynamic airspace. IASMS enables and provides a path for bringing FAA’s operational vision to fruition through increasingly automated safety systems that integrate services, functions, and capabilities (SFCs). These SFCs provide the necessary responsiveness to monitor, assess, and mitigate known hazards and emergent risks. This paper describes how safety in today’s air transportation system will need to evolve, identifies key points regarding in-time safety, and explores the criticality of IASMS in the future NAS.

IASMS↗

NASA NTRSDate not supplied

An In-time Aviation Safety Management System Concept of Operations and Modernization of the National Airspace System

Airspace↗

NASA NTRS2025

Provider of Services for Urban Air Mobility (PSU) Prototype Simulation (X5) Final Report

Urban Air Mobility (UAM) is a new air transportation service concept to carry passengers or cargo in metropolitan areas, leveraged by innovative aircraft and air traffic automation technologies. NASA has conducted a series of simulations, called the X-series simulation, to evaluate the UAM concept of operations and support the development of airspace procedures and services for UAM operations. The simulation called “X5” was conducted in 2023 to test a Provider of Services for UAM (PSU) prototype developed by NASA for UAM flight planning, strategic conflict management support, and data exchange between UAM operators. In this simulation, two strategic conflict management capabilities, Demand-Capacity Balancing and Sequencing and Scheduling, were further investigated. This document describes the UAM system architecture modeled, the X5 simulation environment to be executed (e.g., traffic scenario and UAM airspace construct), and the strategic conflict management processes developed and evaluated in this study. Then, the simulation results are provided using several system performance metrics, such as the number of operations planned and activated, demand-capacity imbalances detected and resolved, and pre-departure delays. Based on these metrics, the test findings and lessons learned from this simulation are discussed. NASA developed a PSU prototype as part of a reference implementation of UAM system architecture and evolved strategic conflict management capabilities for UAM operations from the previous collaborative simulations with industry partners. Below is the summary of the achievements: - Aligned NASA’s UAM reference architecture with the FAA’s UAM ConOps notional architecture - Extended UAM airspace management capabilities to include 1) Demand-Capacity Balancing (DCB) to ensure operators coordinate planned usage of shared vertiports, and 2) Sequencing and Scheduling (S&S) at UAM corridor entry and exit points to help facilitate an orderly flow of traffic - Defined the PSU information exchange APIs and requirements towards informing industry standards - Developed and tested a NASA PSU prototype as reference implementation to validate the requirements and APIs - Developed a prototype service connecting NASA’s PSU and the FAA system for testing future PSU-ATM interface requirements - Tested NASA-developed assumptions for UAM operations such as airspace design, procedures, vehicle performance, and strategic conflict management methods to inform future Cooperative Operating Practices (COPs) development with industry - Evaluated system performance metrics such as number of simultaneous operations and ground delays that can help define system-level requirements. The simulation results showed that the UAM traffic demand could be managed to minimize the needs of tactical separation provision with ground delays assigned by DCB and S&S. These accomplishments and the lessons learned from the PSU Prototype X5 simulation activities will be valuable inputs for the Air Mobility Pathfinders (AMP) project, which is NASA’s new project to create and evaluate a reference architecture for safe, secure, and scalable UAM operations.

Simulation↗

NASA NTRS2026

Moon Base Transportation - Deliveries to the Lunar Surface

Development of the Moon Base will enable a home away from home for astronauts who will live and work at humanity’s first lunar outpost. In this effort, NASA’s Moon Transportation Office is responsible for enabling the transformational missions required to deliver habitats, supplies, science payloads, and all other elements needed to cultivate a permanent presence on the Lunar Surface. The Mission Concept (MC) is characterized through evaluation of an end-to-end architecture that can successfully deliver a generalized heavy large-volume payload, in excess of 4000 kg, to a precision landing and touchdown on the lunar surface. The mission architecture utilizes a single launch configuration of a Lunar Lander (LL) with a unique propellant system. The LL has an integral orbital transfer capability and features jettisonable elements. The design circumvents the need for prop transfer on orbit and multiple launch configurations. The launch vehicle (LV) for this work will assume the capability to deliver a payload in excess of 40,000 kg to orbit, affording multiple LV solutions. Considerations for the LL and payload deployment from the fairing are assumed to be handled through compliance with a launch providers’ Interface Requirements Document (IRD). The MC will span from launch at Kennedy Space Center (KSC) to terminal descent and touchdown on the lunar surface, requiring a total ΔV on the order of 6 km/s beyond what is required to get the vehicle stack to a 200 km circular Low Earth Orbit (LEO). Major mission phases include: launch and launch vehicle separation, transfer operations, pre-landing navigation, and lunar descent and touchdown. A Concept of Operations (ConOps) is used as the primary design driver for defining architecture of the vehicles necessary to achieve final payload delivery. Numerous ground rules and assumptions will be provided for each phase of the mission. Concept designs for the LL is presented. An emphasis of the design maximizes a feasible path for maturation, manufacturing, and operation. A self-imposed practical consideration for this effort is the incorporation of legacy designed hardware to minimize expensive, time-intensive, and high-risk hardware development cycles. The propulsion system of the LL adopts a conventional storable bipropellant configuration of monomethyl hydrazine (MMH) and mixed oxides of nitrogen (MON3). This effort will showcase a unique propellant delivery system to minimize the reliance on propellant management devices (PMDs) during descent. Numerous key constraints have been considered, across the multiple segments of the mission. These include the unique aspects of center of gravity (CG) management, thruster plume effects including self-impingement, propulsion system hardware limitations, navigation during multiple mission phases, and landing gear geometry for uneven terrain. These constraints shape the trades necessary for precision landing of heavy cargo and ensure compatibility with broader Moon Base Transportation concepts. The resulting insights inform future transportation strategies for the Moon and beyond; directly contributing to the development of cargo‑delivery standards that will support the long‑term buildup of a sustainable, continuously inhabited Moon Base.

Lunar Habitat↗

NASA NTRS2023

Desert Research and Technology Studies (D-RATS) 2022 Test Report

The primary purpose of the 2022 Desert Research and Technology Studies (D-RATS 22) analog mission field test was to provide data and recommendations regarding how pressurized rover (PR) design, cabin configuration, driving modes, timeline constraints, and mission operations can be acceptably implemented to support future Artemis missions that include a PR. The goal of these evaluations was to provide first order feedback and data on design concepts currently being traded as options for future pressurized rover flight prototypes. The Japan Aerospace Exploration Agency (JAXA) may provide a PR for future Artemis missions. One of the primary objectives of D-RATS 2022 was to share with the JAXA PR team the processes and protocols by which NASA has learned to successfully evaluate rover concepts through integrated HITL evaluations over the past 20+ years, so that JAXA could apply any applicable lessons learned to their PR design, development, testing, and evaluation.

analog↗

NASA NTRS2011

Update - Concept of Operations for Integrated Model-Centric Engineering at JPL

The increasingly ambitious requirements levied on JPL's space science missions, and the development pace of such missions, challenge our current engineering practices. All the engineering disciplines face this growth in complexity to some degree, but the challenges are greatest in systems engineering where numerous competing interests must be reconciled and where complex system level interactions must be identified and managed. Undesired system-level interactions are increasingly a major risk factor that cannot be reliably exposed by testing, and natural-language single-viewpoint specifications areinadequate to capture and expose system level interactions and characteristics. Systems engineering practices must improve to meet these challenges, and the most promising approach today is the movement toward a more integrated and model-centric approach to mission conception, design, implementation and operations. This approach elevates engineering models to a principal role in systems engineering, gradually replacing traditional document centric engineering practices.

The Concept of Operations (ConOps)↗

NASA NTRS2018

Air Traffic Management Technology Demonstration - 3 (ATD-3) Dynamic Weather Routes Domestic En Route Concept of Operations Synopsis Version 1.0

NASA conducted a survey in 2015 of stakeholders in industry, flight operators, and others to collect data on the most pressing air traffic management (ATM) issues impacting en route operations. Weather related delays and interruptions were identified as the most significant and costly problem impacting en route operations in today's system. Additionally, future traffic demands will place greater demands on the FAA's air traffic control system, necessitate a more efficient and integrated traffic management system and provide controller tools to leverage human productivity. Consequently, NASA is assembling a suite of integrated ground and aircraft-based technologies and decision-making aids under the Airspace Technology Demonstrations 3 (ATD-3) project to continuously search for more efficient weather-avoidance routes and to rapidly respond to weather changes and associated traffic management initiatives. These route efficiency enhancements are targeted at en route airspace and will enable continued use of en route and arrival metering in the presence of weather. NASA's Dynamic Weather Routes (DWR) concept represents a subset of those technologies and focuses primarily on the cruise phase of flight. It leverages existing air traffic weather, airspace, and traffic data, as well as improvements in navigation, surveillance, communication and digital network technologies, and builds upon existing ATM automation to address the shortcomings associated with strategic traffic flow management initiatives and weather forecasting uncertainties. The potential benefits in the form of time, fuel, and cost savings are significant. This concept of operations synopsis provides a detailed description of DWR, its potential benefits and notional implementation paths.

DWR↗

NASA NTRS2018

Air Traffic Management Technology Demonstration - 3 (ATD-3) Multi-Flight Common Route (MFCR) Concept of Operations Version 1.0

NASA's Multi Flight Common Route (MFCR) automation represents one element of those technologies focusing primarily on delay recovery in the en route phase of flight. Delay recovery is an attenuation of flight-time delay, accomplished by periodically revising weather-avoidance routing as the convective weather system evolves. MFCR is intended for use by Traffic Management Coordinators (TMCs) in Air Route Traffic Control Centers (ARTCCs, or Centers) and traffic management specialists (TMSs) in the Air Traffic Control System Command Center (ATCSCC). MFCR leverages existing weather, airspace, and traffic data, as well as improvements in navigation, surveillance, communication, and digital information technologies, to build on existing ATM automation and address some of the shortcomings associated with strategic traffic flow management initiatives and weather forecasting uncertainties. These capabilities provide significant potential benefits in the form of time, fuel, and cost savings. The concept of operations described in this document describes MFCR functionality as delivered by NASA to the FAA in December 2017, including a list of potential enhancements that may be realized when the system is fielded.

conops↗

NASA NTRS2018

Air Traffic Management Technology Demonstration - 3 (ATD-3): Operational Concept for the Integration of ATD-3 Capabilities Version 1.0

ATD-3 has developed four capabilities to address its goal and objectives. The four ATD-3 capabilities include: Dynamic Weather Routes (DWR), Multi-Flight Common Routes (MFCR), Traffic Aware Strategic Aircrew Requests (TASAR), and Dynamic Routes for Arrivals in Weather (DRAW). This document describes the long-term, mature vision for the use and incorporation of the ATD-3 capabilities into the National Airspace System (NAS). This vision describes their complementary interaction and the benefit capture that accrues from use. Recognizing that all capabilities are unlikely to be implemented in unison, each of the capabilities is designed and able to be implemented independently. As discrete portions of the integrated capabilities are planned, additional integration efforts should be undertaken to validate the complementary interactions and benefit pool are realized from the selected subset.

ConOps↗