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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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NASA NTRSDate not supplied

Safety & Mission Assurance (SMA) Activities in Support of Artemis I and Plans for Artemis II

The Artemis I mission in 2022 accomplished humanity’s first venture beyond Low-Earth Orbit (LEO) with a human-rated spacecraft in over fifty years. Artemis comprises several key Program elements – Multi-Purpose Crew Vehicle (MPCV) Orion Crew Module, Service Module, Launch Abort System; the Space Launch System (SLS) and the Exploration Ground System (EGS). Much of our human spaceflight experience with crewed lunar missions is captured in historical program documents, but first-hand knowledge is limited to a few spaceflight veterans. Missions to LEO have offered the opportunity of direct, near-instantaneous communications and assistance, and the ability to return to Earth within a matter of hours in case of emergency. Outward-bound missions do not have these features and will require a more autonomous and reliable spacecraft. The assessment of compliance with applicable safety requirements and adequacy of hazard controls and verifications is the responsibility of the MPCV Safety and Engineering Review Panel (MSERP), along with a Joint [NASA/ESA] Safety and Engineering Review Panel (JSERP) for the review of the European Service Module (ESM). The MSERP has two features that are relatively unique amongst NASA safety panels. First, NASA Engineering was added as a Panel co-chair, which enhanced the Engineering organization’s engagement and level of understanding of hazard analysis methodology and results. The MSERP has representation from each office, including Flight Operations Directorate (FOD) and Health and Medical Technical Authority, supporting the Orion Program in addition to the Engineering and Safety Technical Authority co-chairs. Second, the JSERP has a second set of co-chairs from ESA Engineering and ESA Product Assurance and Safety organizations, which recognizes the international arrangement as one of partnership. This paper will focus on SMA processes, activities, and plans for the Orion element and explore unique challenges associated with Artemis II as we approach the flight of the first crewed Orion vehicle.

Paul J. Collier↗
NASA NTRS2015

Flight Envelope Information-Augmented Display for Enhanced Pilot Situation Awareness

This paper presents an interface system display which is conceived to improve pilot situation awareness with respect to a flight envelope protection system developed for a mid-sized transport aircraft. The new display is designed to complement existing cockpit displays, and to augment them with information that relates to both aircraft state and the control automation itself. In particular, the proposed display provides cues about the state of automation directly in terms of pilot control actions, in addition to flight parameters. The paper also describes a forthcoming evaluation test plan that is intended to validate the developed interface by assessing the relevance of the displayed information, as well as the adequacy of the display layout.

Ackerman, Kasey A.↗
NASA NTRS1985

Hoop/column antenna deployment mechanism overview

The hoop/column antenna program is directed toward the development of a cost effective, large area, self deploying reflector antenna system. Large surface area antenna systems are required in future space missions involving improved land communications, Earth resources observation, and the study of intergalactic energy sources. The hoop/column antenna is a concept where a large antenna system can be packaged within the Space Transportation System (Shuttle) payload bay, launched into Earth orbit where it is released either for deployment as an Earth observation or communications antenna, or boosted into deep space as an intergalactic energy probe. Various mechanisms and support structures are described that are required to deploy the hoop, which is used to support the antenna reflective surface, and the column that is used to position the antenna feeds and the reflector. It also describes a proof-of-concept model (15 meters in diameter) that is currently being ground tested to determine the adequacy of the deployment mechanisms.

Allen, B. B.↗
NASA NTRS1990

Application of industry-standard guidelines for the validation of avionics software

The application of industry standards to the development of avionics software is discussed, focusing on verification and validation activities. It is pointed out that the procedures that guide the avionics software development and testing process are under increased scrutiny. The DO-178A guidelines, Software Considerations in Airborne Systems and Equipment Certification, are used by the FAA for certifying avionics software. To investigate the effectiveness of the DO-178A guidelines for improving the quality of avionics software, guidance and control software (GCS) is being developed according to the DO-178A development method. It is noted that, due to the extent of the data collection and configuration management procedures, any phase in the life cycle of a GCS implementation can be reconstructed. Hence, a fundamental development and testing platform has been established that is suitable for investigating the adequacy of various software development processes. In particular, the overall effectiveness and efficiency of the development method recommended by the DO-178A guidelines are being closely examined.

Hayhurst, Kelly J.↗
NASA NTRS2014

Interrelationships Between Receiver/Relative Operating Characteristics Display, Binomial, Logit, and Bayes' Rule Probability of Detection Methodologies

Unknown risks are introduced into failure critical systems when probability of detection (POD) capabilities are accepted without a complete understanding of the statistical method applied and the interpretation of the statistical results. The presence of this risk in the nondestructive evaluation (NDE) community is revealed in common statements about POD. These statements are often interpreted in a variety of ways and therefore, the very existence of the statements identifies the need for a more comprehensive understanding of POD methodologies. Statistical methodologies have data requirements to be met, procedures to be followed, and requirements for validation or demonstration of adequacy of the POD estimates. Risks are further enhanced due to the wide range of statistical methodologies used for determining the POD capability. Receiver/Relative Operating Characteristics (ROC) Display, simple binomial, logistic regression, and Bayes' rule POD methodologies are widely used in determining POD capability. This work focuses on Hit-Miss data to reveal the framework of the interrelationships between Receiver/Relative Operating Characteristics Display, simple binomial, logistic regression, and Bayes' Rule methodologies as they are applied to POD. Knowledge of these interrelationships leads to an intuitive and global understanding of the statistical data, procedural and validation requirements for establishing credible POD estimates.

Generazio, Edward R.↗
NASA NTRS1990

United States studies in orbital debris - Prevention and mitigation

Debris in space has become an issue that has commanded considerable interest in recent years as society has become both more dependent upon space based systems, and more aware of its dependence. After many years of study the United States Space Policy of February 1988 directed that all sectors of the U.S. community minimize space debris. Other space organizations have adopted similar policies. Among the study activities leading to the policy and to subsequent implementing directives were discussions with the ESA, NASDA, and other space operating agencies. The policy derived from technical consensus on the nature of the issues and upon the courses of action available to mitigate the problem, but there remains the concern as to the adequacy of the data to define cost effective strategies. There are now in place mechanisms to continue technical discussions in more formal terms.

Loftus, Joseph P., Jr.↗
NASA NTRS1982

Development of an early warning system of crop moisture conditions using passive microwave

Emissivities were calculated from the Nimbus 5 electrically scanning microwave radiometer (ESMR) over 25 km grid cells for the southern Great Plains includin the western two-thirds of Kansas and Oklahoma and northwest Texas. These emissivities, normalized for seasonal temperature changes, were in excellent agreement with theory and measurements made from aircraft and truck sensors at the 1.55 cm wavelength of ESMR. These emissivities were related to crop moisture conditions of the winter wheat in the major wheat producing counties of the three states. High correlations were noted between emissitivity and an antecedent precipitation index (API) used to infer soil moisture for periods when the soils were essentially bare. The emissivities from ESMR were related through API and actual crop condition reports to progress of fall planting, adequacy of crop moisture for stand establishment, and periods of excessive moisture that necessitated replanting. Periods of prolonged frozen soil in the winter were observable at several grid points. The average emissivities of the canopy/soil surface during the maximum canopy development times in the spring showed a good agreement with moisture stress inferred from rainfall and yield data.

Mcfarland, M. J.↗
NASA NTRSDate not supplied

Full-Envelope Aero-Propulsive Model Identification for Lift+Cruise Aircraft Using Computational Experiments

This paper describes a process utilizing computational fluid dynamics experiments to develop a reduced-order, integrated propulsion-airframe aerodynamic model for a lift+cruise electric vertical takeoff and landing (eVTOL) reference aircraft concept. eVTOL configurations exhibit aerodynamic characteristics of both fixed-wing and rotary-wing aircraft as well as complex phenomena, such as propulsion-airframe interactions. Consequently, conventional aircraft aerodynamic modeling strategies require modification when applied to these unique aircraft. A novel aero-propulsive modeling approach using design of experiments techniques and computational fluid dynamics simulations is postulated for modeling a lift+cruise aircraft configuration. Aero-propulsive models are developed throughout the operational flight envelope to enable continuous flight dynamics simulations from hover through forward flight. The model adequacy is assessed using validation data acquired separately from data used to identify the model and indicates that the models have sufficient predictive capability. Research findings are presented with a discussion of unique lift+cruise aircraft aerodynamic characteristics and practical strategies to inform future aero-propulsive modeling and simulation efforts for eVTOL aircraft.

lift+cruise↗
NASA NTRS2007

Solar Sail Propulsion Technology at NASA

NASA's In-Space Propulsion Technology Program developed the first generation of solar sail propulsion systems sufficient to accomplish inner solar system science and exploration missions. These first generation solar sails, when operational, will range in size from 40 meters to well over 100 meters in diameter and have an area density of less than 13 grams per square meter. A rigorous, multi-year technology development effort culminated in 2005 with the testing of two different 20-m solar sail systems under thermal vacuum conditions. This effort provided a number of significant insights into the optimal design and expected performance of solar sails as well as an understanding of the methods and costs of building and using them. In addition, solar sail orbital analysis tools for mission design were developed and tested. Laboratory simulations of the effects of long-term space radiation exposure were also conducted on two candidate solar sail materials. Detailed radiation and charging environments were defined for mission trajectories outside the protection of the earth's magnetosphere, in the solar wind environment. These were used in other analytical tools to prove the adequacy of sail design features for accommodating the harsh space environment. The presentation will describe the status of solar sail propulsion within NASA, near-term solar sail mission applications, and near-term plans for further development.

Johnson, Charles Les↗
NASA NTRS1987

Overview of crew member energy expenditure during Shuttle Flight 61-8 EASE/ACCESS task performance

The energy expenditure of the Shuttle Flight 61-B crewmembers during the extravehicular performance of Experimental Assembly of Structures in EVA (EASE) and Assembly Concept of Construction of Space Structures (ACCESS) construction system tasks are reported. These data consist of metabolic rate time profiles correlated with specific EASE and ACCESS tasks and crew comments. Average extravehicular activity metabolic rates are computed and compared with those reported from previous Apollo, Shylab, and Shuttle flights. These data reflect total energy expenditure and not that of individual muscle groups such as hand and forearm. When correlated with specific EVA tasks and subtasks, the metabolic profile data is expected to be useful in planning future EVA protocols. For example, after experiencing high work rates and apparent overheating during some Gemini EVAs, it was found useful to carefully monitor work rates in subsequent flights to assess the adequacy of cooling garments and as an aid to preplanning EVA procedures. This presentation is represented by graphs and charts.

Horrigan, D. J.↗
NASA NTRS2012

Development and Calibration of a System-Integrated Rotorcraft Finite Element Model for Impact Scenarios

Two full-scale crash tests of an MD-500 helicopter were conducted in 2009 and 2010 at NASA Langley's Landing and Impact Research Facility in support of NASA s Subsonic Rotary Wing Crashworthiness Project. The first crash test was conducted to evaluate the performance of an externally mounted composite deployable energy absorber (DEA) under combined impact conditions. In the second crash test, the energy absorber was removed to establish baseline loads that are regarded as severe but survivable. The presence of this energy absorbing device reduced the peak impact acceleration levels by a factor of three. Accelerations and kinematic data collected from the crash tests were compared to a system-integrated finite element model of the test article developed in parallel with the test program. In preparation for the full-scale crash test, a series of sub-scale and MD-500 mass simulator tests were conducted to evaluate the impact performances of various components and subsystems, including new crush tubes and the DEA blocks. Parameters defined for the system-integrated finite element model were determined from these tests. Results from 19 accelerometers placed throughout the airframe were compared to finite element model responses. The model developed for the purposes of predicting acceleration responses from the first crash test was inadequate when evaluating more severe conditions seen in the second crash test. A newly developed model calibration approach that includes uncertainty estimation, parameter sensitivity, impact shape orthogonality, and numerical optimization was used to calibrate model results for the full-scale crash test without the DEA. This combination of heuristic and quantitative methods identified modeling deficiencies, evaluated parameter importance, and proposed required model changes. The multidimensional calibration techniques presented here are particularly effective in identifying model adequacy. Acceleration results for the calibrated model were compared to test results and the original model results. There was a noticeable improvement in the pilot and copilot region, a slight improvement in the occupant model response, and an over-stiffening effect in the passenger region. One lesson learned was that this approach should be adopted early on, in combination with the building-block approaches that are customarily used, for model development and pretest predictions. Complete crash simulations with validated finite element models can be used to satisfy crash certification requirements, potentially reducing overall development costs.

Annett, Martin S.↗
NASA NTRS2012

Calibration of Airframe and Occupant Models for Two Full-Scale Rotorcraft Crash Tests

Two full-scale crash tests of an MD-500 helicopter were conducted in 2009 and 2010 at NASA Langley's Landing and Impact Research Facility in support of NASA s Subsonic Rotary Wing Crashworthiness Project. The first crash test was conducted to evaluate the performance of an externally mounted composite deployable energy absorber under combined impact conditions. In the second crash test, the energy absorber was removed to establish baseline loads that are regarded as severe but survivable. Accelerations and kinematic data collected from the crash tests were compared to a system integrated finite element model of the test article. Results from 19 accelerometers placed throughout the airframe were compared to finite element model responses. The model developed for the purposes of predicting acceleration responses from the first crash test was inadequate when evaluating more severe conditions seen in the second crash test. A newly developed model calibration approach that includes uncertainty estimation, parameter sensitivity, impact shape orthogonality, and numerical optimization was used to calibrate model results for the second full-scale crash test. This combination of heuristic and quantitative methods was used to identify modeling deficiencies, evaluate parameter importance, and propose required model changes. It is shown that the multi-dimensional calibration techniques presented here are particularly effective in identifying model adequacy. Acceleration results for the calibrated model were compared to test results and the original model results. There was a noticeable improvement in the pilot and co-pilot region, a slight improvement in the occupant model response, and an over-stiffening effect in the passenger region. This approach should be adopted early on, in combination with the building-block approaches that are customarily used, for model development and test planning guidance. Complete crash simulations with validated finite element models can be used to satisfy crash certification requirements, thereby reducing overall development costs.

Annett, Martin S.↗
NASA NTRS1978

Thermal design and development of a planetary probe - Pioneer Venus large probe

The thermal control system developed for the Large Atmospheric Probe of the Pioneer Venus Multiprobe Mission is described. The scope of the thermal control task requires maintaining the probe internal equipment shelf temperatures within a nonoperating range of -40 to 122 F and an operating range of -4 to 122 F during three different mission phases: (1) preseparation, the transit phase of the mission when the probe is attached to the Multiprobe Spacecraft Bus, (2) postseparation, the free-flight cruise phase of the mission following release from the Bus, and (3) descent, the phase of the mission from preentry equipment turn-on to impact on the Venus surface. Thermal control for these phases is achieved by a combination of passive thermal finishes on the probe exterior surfaces and heaters mounted on the equipment shelves. Verification of the adequacy of the total thermal design to meet all mission requirements has been completed.

Hennis, L. A.↗
NASA NTRS2007

NASA Solar Sail Propulsion Technology Development

NASA's In-Space Propulsion Technology Program has developed the first generation of solar sail propulsion systems sufficient to accomplish inner solar system science and exploration missions. These first generation solar sails, when operational, will range in size from 40 meters to well over 100 meters in diameter and have an areal density of less than 13 grams per square meter. A rigorous, multi-year technology development effort culminated in 2005 with the testing of two different 20-m solar sail systems under thermal vacuum conditions. The first system, developed by ATK Space Systems of Goleta, California, uses rigid booms to deploy and stabilize the sail. In the second approach, L'Garde, Inc. of Tustin, California uses inflatable booms that rigidize in the coldness of space to accomplish sail deployment. This effort provided a number of significant insights into the optimal design and expected performance of solar sails as well as an understanding of the methods and costs of building and using them. In a separate effort, solar sail orbital analysis tools for mission design were developed and tested. Laboratory simulations of the effects of long-term space radiation exposure were also conducted on two candidate solar sail materials. Detailed radiation and charging environments were defined for mission trajectories outside the protection of the earth's magnetosphere, in the solar wind environment. These were used in other analytical tools to prove the adequacy of sail design features for accommodating the harsh space environment. Preceding and in conjunction with these technology efforts, NASA sponsored several mission application studies for solar sails. Potential missions include those that would be flown in the near term to study the sun and be used in space weather prediction to one that would use an evolved sail capability to support humanity's first mission into nearby interstellar space. This paper will describe the status of solar sail propulsion within NASA, nearterm solar sail mission applications, and near-term plans for further development.

Johnson, Les↗
NASA NTRS1989

Experiments in fault tolerant software reliability

Twenty functionally equivalent programs were built and tested in a multiversion software experiment. Following unit testing, all programs were subjected to an extensive system test. In the process sixty-one distinct faults were identified among the versions. Less than 12 percent of the faults exhibited varying degrees of positive correlation. The common-cause (or similar) faults spanned as many as 14 components. However, a majority of these faults were trivial, and easily detected by proper unit and/or system testing. Only two of the seven similar faults were difficult faults, and both were caused by specification ambiguities. One of these faults exhibited variable identical-and-wrong response span, i.e. response span which varied with the testing conditions and input data. Techniques that could have been used to avoid the faults are discussed. For example, it was determined that back-to-back testing of 2-tuples could have been used to eliminate about 90 percent of the faults. In addition, four of the seven similar faults could have been detected by using back-to-back testing of 5-tuples. It is believed that most, if not all, similar faults could have been avoided had the specifications been written using more formal notation, the unit testing phase was subject to more stringent standards and controls, and better tools for measuring the quality and adequacy of the test data (e.g. coverage) were used.

Mcallister, David F.↗
NASA NTRS2016

NASA Space Flight Vehicle Fault Isolation Challenges

The Space Launch System (SLS) is the new NASA heavy lift launch vehicle and is scheduled for its first mission in 2017. The goal of the first mission, which will be uncrewed, is to demonstrate the integrated system performance of the SLS rocket and spacecraft before a crewed flight in 2021. SLS has many of the same logistics challenges as any other large scale program. Common logistics concerns for SLS include integration of discrete programs geographically separated, multiple prime contractors with distinct and different goals, schedule pressures and funding constraints. However, SLS also faces unique challenges. The new program is a confluence of new hardware and heritage, with heritage hardware constituting seventy-five percent of the program. This unique approach to design makes logistics concerns such as testability of the integrated flight vehicle especially problematic. The cost of fully automated diagnostics can be completely justified for a large fleet, but not so for a single flight vehicle. Fault detection is mandatory to assure the vehicle is capable of a safe launch, but fault isolation is another issue. SLS has considered various methods for fault isolation which can provide a reasonable balance between adequacy, timeliness and cost. This paper will address the analyses and decisions the NASA Logistics engineers are making to mitigate risk while providing a reasonable testability solution for fault isolation.

Bramon, Christopher↗
NASA NTRSDate not supplied

Exploring the Relationship Between Science Funding and Science Productivity on Extended Missions

Introduction: The goal of this summer internship research project was to explore the relationship between the level of funding for science team research and science productivity for planetary spaceflight missions. The productivity and funding for the prime and extended missions were compared when possible. Determining the actual rather than anecdotal relationship between the level of science team funding and their productivity will help determine the adequacy of science team funding. Additionally, determining whether productivity increases or decreases over time (within missions, or within the years between different missions) provides insights into ongoing trends. This project was conducted using data from 11 extended missions within the Planetary Science Division. The main goals of this project were to 1) quantify the level of productivity of the science team during the extended portion of each mission, 2) compare the level of productivity between different types of missions, and 3) compare the level of productivity between the prime missions and extended missions. Methodology: The central metric enters around the “publication rate” of each mission. This rate is normalized in a variety of ways, including the number of publications per year, per Co-I, and per instruments. For the most part, this data was attainable through mission websites, team rosters, and data collected from previous projects. The publication data for this project utilized the SAO/NASA Astrophysics Data System, and it consisted of a search for any papers from the extended mission that had a co-investigator as an author. The time period for these searches also included an additional two years after the end of the extended mission to account for additional time it typically takes to finish data analysis and publish papers. Data from prime missions was collected from a previous project that measured similar metrics for the same missions. When comparing the different types of missions, three factors were used: mission size, dates of the prime and extended missions, and the type of the mission (rover, flyby, orbiter, or lander). To determine mission size, missions were compared by the number of Co-I’s on the mission, the number of instruments in the payload, and the mission class. Findings: On average, prime mission publication rates were generally higher than those of extended missions. Out of the nine missions used for this comparison, six had a higher prime mission publication rate and three had a higher extended mission publication rate. This distinction was interesting to observe, but it should be noted that the methodology for determing the number of published papers differed for the prime missions and the extended missions Discovery missions were found to be the most scientifically productive. Additionally, more recent extended missions tend to possess greater productivity. When comparing missions of different types, it was found that orbiters were much more productive than other types of missions. Future Work: There are a number of opportunities to extend and improve on this project in the future. Even though the metrics used were the same, the prime mission data could be recollected from the same sources as the extended mission data (Astrophysics Data System) to insure greater consistency. The impact level of the publications could also be accounted for, and financial data could be used to compare teams with different levels of funding. Additionally, more missions could be examined to increase the sample size of these comparisons, especially the comparison of different mission types which had an incredibly small sample size for some categories.

Cameron Maxwell Thompson↗
NASA NTRS2009

Astronaut Thermal Exposure: Re-Entry After Low Earth Orbit Rescue Mission

The STS-125 mission, launched May 11, 2009, is the final servicing mission to the Hubble Space Telescope. The repair mission's EVA tasks are described, including: installing a new wide field camera; installing the Cosmic Origins Spectrograph; repairing the Space Telescope Imaging Spectrograph; installing a new outer blanket layer; adding a Soft Capture and Rendezvous System for eventual controlled deorbit in about 2014; replacing the 'A' side Science Instrument Command and Data Handling module; repairing the Advanced Camera for surveys; and, replacing the rate sensor unit gyroscopes, fine guidance sensors and 3 batteries. Additionally, the Shuttle crew cabin thermal environment is described. A CFD model of per person CO2 demonstrates a discrepancy between crew breathing volume and general mid-deck levels of CO2. A follow-on CFD analysis of the mid-deck temperature distribution is provided. Procedural and engineering mitigation plans are presented to counteract thermal exposure upon reentry to the Earth atmosphere. Some of the procedures include: full cold soak the night prior to deorbit; modifying deck stowage to reduce interference with air flow; and early securing of avionics post-landing to reduce cabin thermal load prior to hatch opening. Engineering mitigation activities include modifying the location of the aft starboard ICUs, eliminating the X3 stack and eliminating ICU exhaust air directed onto astronauts; improved engineering data of ICU performance; and, verifying the adequacy of mid-deck temperature control using CFD models in addition to lumped parameter models. Post-mitigation CFD models of mid-deck temperature profiles and distribution are provided.

Gillis, David B.↗