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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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At least 415 records · Page 23

The Influence of Mental Workload in Causes of System Degradation in Air Traffic Control

System safety and resilience is a critical concern in the air traffic domain. An important element of maintaining system safety and resilience is the ability of systems to ‘degrade gracefully'. However, previous research on the causes of system degradation in the air traffic domain are sporadic, and the potential interaction between the causes of degradation, and the resulting possible compound effect on the entire system, has been under-researched. An interview study was conducted with 12 retired controllers as participants. The results of a thematic analysis revealed the key causes of system degradation, and the associated impact on the ability of the controllers to prevent system degradation or recover the system. Findings have direct implications for identifying and mitigating potential risks of increasingly automated air traffic control systems.

Edwards, Tamsyn↗

Designing Graceful Degradation into Complex Systems: The Interaction Between Causes of Degradation and the Association with Degradation Prevention and Recovery

System resilience is critical to safety in air traffic control. An important element of maintaining resilience is the ability of systems to degrade gracefully. Of the available graceful degradation research, a majority of studies have focused primarily on technological causes of degradation only, limiting an ecologically valid understanding of the causes of degradation in air traffic control, and the preventative and mitigative strategies that enable graceful degradation. The current study aimed to address this research gap by investigating causes of degradation in air traffic control (ATC) across the broad categories of technology, the environment, and the human operator, and the potential interactions between these causes. 12 retired controllers (ATCOs - Air Traffic Control Officers) participated in semi-structured interviews focused on previous experience of causes of degradation and mitigation strategies. Findings provide an understanding of causation of degradation in air traffic control, and the prevention and mitigation strategies that moderate the relationship between cause and system effect. Findings confirmed that causes appear to interact to create compound, multiple effects on overall system performance. Findings also revealed prevention and mitigation strategies utilized to moderate the effect of the cause on the system. In order to gain an ecologically valid understanding of the causes of degradation, and effective prevention or mitigation strategies, causes from multiple categories, and the interactions between them, must be identified. Findings have implications for designers of future air traffic control systems to ensure the ability of the system to gracefully degrade, as well as risk assessment and system validation processes.

Graceful Degradation↗

The Legacy and Future of the International Earth Science Constellation (ESC)

The most recent Decadal Survey placed high value on continuing constellation science. The ESC has evolved by seeing new missions joining and old missions retiring. Most recently, GCOM-W1, Landsat-8, and OCO-2 joined during 2012-2014. Landsat-9 is set to join in 2020. Each new mission provides new and improved suite of sensors. The new sensors also benefit both from the multitude of other existing on-orbit sensors as well as from the long-term cross-calibrated climate observations from the sensors that preceded them. At the same time, existing missions leave the constellation due to low fuel reserves or aging spacecraft subsystems. For example, CloudSat and CALIPSO left the ESC orbits in 2018, although they plan to continue making coordinated science observations at their new lower altitudes. This ESC evolution is expected to continue and this paper will discuss the opportunities for other new missions to join the ESC.

afternoon constellation↗

Modern Modal Testing: A Cautionary Tale IMAC XXVII

Over the past 50 years, great advances have been achieved in both analytical modal analysis (i.e. finite element models and analysis) and experimental modal analysis (i.e. modal testing) in aerospace and other fields. With the advent of more powerful computers, higher performance instrumentation and data acquisition systems, and powerful linear modal extraction tools, analysts and test engineers have a breadth and depth of technical resources only dreamed of by our predecessors. However, some observed recent trends indicate that hard lessons learned are being forgotten or ignored, and possibly fundamental concepts are not being understood. These trends have the potential of leading to the degradation of the quality of and confidence in both analytical and test results. These trends are a making of our own doing, and directly related to having ever more powerful computers, programmatic budgetary pressures to limit analysis and testing, and technical capital loss due to the retirement of the senior component of a bimodal workforce. This paper endeavors to highlight some of the most important lessons learned, common pitfalls to hopefully avoid, and potential steps that may be taken to help reverse this trend.

bimodal workforce↗

Evaluation of a Dynamic Weather-Avoidance Rerouting Tool in Adjacent-Center Arrival Metering

Dynamic Reroutes for Arrivals in Weather (DRAW) is a NASA-developed decision-support tool for Traffic Management Coordinators (TMCs) at the Federal Aviation Administration's Air Route Traffic Control Centers ("Centers"). DRAW proposes weather-avoidance reroutes for en route arrival flights subject to metering restrictions when transitioning into a busy terminal airspace. The prior DRAW study demonstrated that TMCs' use of DRAW promotes earlier reroutes of arrivals, and reduces the number of routes conflicting with weather in the Center. The present paper focuses on how DRAW benefits metering delivery accuracy when schedule freeze horizon distance was altered. A human-in-the-loop simulation was conducted at NASA Ames Research Center in October-November 2018, where retired TMCs and controllers performed simulated metering operations for southeast arrivals through the Atlanta and Jacksonville Centers to the Hartsfield-Jackson Atlanta International Airport during convective weather periods. Results demonstrated that DRAW use reduced the frequency of manual adjustments of Scheduled Times of Arrival and lowered TMC workload. DRAW use also made the metering accuracy, the number of reroute amendments after the freeze horizon, and the en route sector controller workload more robust to the effect of different freeze horizon distance.

Hayashi, Miwa↗

Environmental Design Implications for Deep Space SmallSats

The paper will describe the key technical drivers on the Sylph mission concept to explore a plume at Europa as a secondary free-flyer as a part of the planned Europa Mission. Sylph is a radiation-hardened smallsat concept that would utilize terrain relative navigation to fly at low altitudes through a plume, if found, and relay the mass spectra data back through the flyby spacecraft during its 24-hour mission. The second topic to be discussed will be the mission design constraints of the Near Earth Asterioid (NEA) Scout concept. NEAScout is a 6U cubesat that would utilize an 86 sq. m solar sail as propulsion to execute a flyby with a near-Earth asteroid and help retire Strategic Knowledge Gaps for future human exploration. NEAScout would cruise for 24 months to reach and characterize one Near-Earth asteroid that is representative of Human Exploration targets and telemeter that data directly back to Earth at the end of its roughly 2.5 year mission.

Kahn, Peter↗

Evaluation of a Dynamic Weather-Avoidance Rerouting Tool in Adjacent-Center Arrival Metering

Dynamic Reroutes for Arrivals in Weather (DRAW) is a NASA-developed decision-support tool for Traffic Management Coordinators (TMCs) at the Federal Aviation Administration's Air Route Traffic Control Centers ("Centers"). DRAW proposes weather-avoidance reroutes for en route arrival flights subject to metering restrictions when transitioning into a busy terminal airspace. The prior DRAW study demonstrated that TMCs' use of DRAW promotes earlier reroutes of arrivals, and reduces the number of routes conflicting with weather in the Center. The present paper focuses on how DRAW benefits metering delivery accuracy when schedule freeze horizon distance was altered. A human-in-the-loop simulation was conducted at NASA Ames Research Center in October-November 2018, where retired TMCs and controllers performed simulated metering operations for southeast arrivals through the Atlanta and Jacksonville Centers to the Hartsfield-Jackson Atlanta International Airport during convective weather periods. Results demonstrated that DRAW use reduced the frequency of manual adjustments of Scheduled Times of Arrival and lowered TMC workload. DRAW use also made the metering accuracy, the number of reroute amendments after the freeze horizon, and the en route sector controller workload more robust to the effect of different freeze horizon distance.

Air Traffic Management (ATM)↗

Earth Science Technology Office (ESTO) New Observing Strategies (NOS) and NOS-Testbed (NOS-T)

With the advancement of space hardware technologies such as smaller spacecraft, component and instrument miniaturization and high performance space processors, and with the advancement of software technologies in artificial intelligence, big data analysis and autonomous decision making, Earth Science is looking at novel ways to observe phenomena that previously could not have been studied or would have been too expensive to study with traditional missions. In particular, the New Observing Strategies (NOS) component of the NASA Earth Science Technology Office (ESTO) Advanced Information Systems Technology (AIST) Program aims at leveraging these novel technologies as well as low cost and easy access to space to acquire multi-temporal or simultaneous multi-angular, multi-locations, multi-resolution and multi-spectral observations that will provide better multi-source measurements and will build a more dynamic and comprehensive picture of Earth Science phenomena that need to be studied and analyzed. For applications such as water resources management, air quality monitoring, biodiversity studies or disaster management, NOS will integrate the use of small instruments, small spacecraft, constellations of spacecraft and networks of sensors to design new missions that will provide the necessary measurements to improve future forecast and science modeling systems.Measurement acquisition will therefore be approached as a system of systems rather than on a mission basis, and a system of this complexity should not be expected to work without full integration and experimental characterization. Although most of the individual technologies enabling to link and coordinate multi-source observations are more or less mature, a few technologies need to be developed and all of them need to be integrated and tested as a system. In order for this validation to occur, the AIST Program is developing the NOS Testbed that includes 3 main goals:1.Validate novel NOS technologies, independently and as a system2.Demonstrate novel distributed operations concepts3.Socialize new Distributed Spacecraft Mission (DSM) and SensorWeb (SW) technologies and concepts to the science community by significantly retiring the risk of integrating these new technologies.The NOS Testbed will consist of multiple sensing nodes, simulated or actual, representing space, air and/or ground measurements, that are interconnected by a communications fabric (infrastructure that permits nodes to transmit and receive data between one another and interact with each other). Each node will be supported by hardware capabilities required to perform nodes monitoring and command & control, as well as intelligent "onboard" computing. The nodes will work together in a collaborative manner to demonstrate optimal science capabilities. The testbed will enable to validate technologies such as inter-node communication models, techniques and protocols; inter-node coordination; real-time data fusion and understanding; planning; sensor re-targeting; etc. Additionally, the testbed will have the capability to interact with various mission design tools, OSSEs and one or several forecast models. More details about the NOS Testbed will be presented at the confererence.

Earth Science missions; Advanced information Syste↗

Testbed Requirements to Enable New Observing Strategies

Emerging capabilities to integrate instruments on smallsats, airborne platforms and in situ devices into an intelligent, distributed observing strategy show great promise for measuring Earth science natural phenomena and physical processes that have not previously been characterized. To reduce the threshold for success in deploying such an intelligent, integrated observing strategy, a ground-based testbed system is proposed. Virtually all of the technologies needed for using such a tool have matured to the point of being used, individually. Virtually none of the technologies have been deployed, working together. The technologies to be deployed should be integrated into a working "breadboard" where the components can be debugged and performance and behavior characterized and tuned-up. A system of this complexity should not be expected to work without full integration and experimental characterization. Further, and perhaps more importantly, in order to successfully propose a space-based element to this strategy, teams must convince the relevant science community that the risk is low enough to warrant the investment. The main benefit of the testbed is to retire the risk of integrating these new technologies and increase the Technology Readiness Level (TRL) of each component as well as the System Readiness Level (SRL) of the integrated system.

Little, Mike↗

Restore-L Intern Final Report

Every year, approximately 20 satellites are retired because their propellants are exhausted. Primarily limited by fuel, the satellites are usually fully functioning otherwise. The lifetimes of satellites can be extended with the capability of refueling. Not only would refueling extend satellite lifetime, it would also provide future satellites flexibility to prioritize other elements of their missions. Restore-L is a Goddard Space Flight Center Satellite Servicing Projects Division mission with the primary objectives of developing tools, technologies, and techniques to extend the lifetime of satellites - even if they were not designed to be serviced in or- bit. Equipped with five key servicing technology elements, the Restore-L Servicing Vehicle will demonstrate industry-changing satellite servicing technologies. The primary goal of the Restore-L mission is to rendezvous with, grasp, refuel, and relocate a government-owned satellite to extend its lifetime. The Propellant Transfer Subsystem (PTS) is required to deliver measured amounts of fuel to the client satellite in a safe manner.

Negi, Abhay↗

Predicting Crew Time Allocations for Lunar Orbital Missions Based on Historical ISS Operational Activities

As the National Aeronautics and Space Administration continues to define candidate architectures for the planned lunar “Gateway”, it will be necessary to have a detailed understanding of how the crew will inhabit, operate, and maintain the spacecraft. The nature of the Gateway vehicle systems configuration and operations will have a direct impact on the scope of work activities required of the crew. Crew work schedules are sensitive to variations in spacecraft architecture, visiting vehicle activities, and logistics operations – particularly within short duration missions as initially planned for the lunar Gateway. These system and operational configurations must be taken into account when planning for crew time availability to conduct science activities on Gateway missions. This paper presents a methodology that is used to predict crew time distributions for lunar Gateway missions, as applied in NASA’s Exploration Crew Time Model (ECTM). The process utilized for evaluating crew time distributions is based on the categorization of all crew activities into a standardized ontology. Historical ISS daily crew timeline data from July 20, 2011 (post STS retirement) to present day was captured via the Operational Planning Timeline Integration System (OPTimIS) database and characterized according to the standardized ontology. This process enabled correlation and statistical analysis of the ISS data according to common mission parameters such as crew size, ECLSS system design, vehicle traffic operations, and logistics delivery operations. The results of the statistical analysis are a set of crew time distributions for each activity category. These distributions are then utilized within the ECTM to examine crew time allocations based on mission parameter inputs, which serve to characterize the Gateway mission configurations. Results for predicted crew time allocations for representative short duration Gateway missions are presented. These results can be used to evaluate crew schedule availability for science and utilization activities. Variations in expected mission architectures and mission operations are accounted for to correct crew time predictions. The analysis is being leveraged to plan utilization capability objectives that are achievable on the Gateway missions, as well as inform the viability of various mission architecture options.

Stromgren, Chel↗

AQUIFER Nano-Electrofuel Energy Economy and Powered Aircraft Operations

The Aqueous, QUick-charging battery Integration For Electric flight Research project is explained and the major subsystems are described, including nano-electric fluid, rim-driven motors, and integration concepts. The nano-electric fluid concept is a new type of aqueous flow battery that could reduce or retire the fire and explosion hazards of conventional batteries and fuel cells. The nano-electric fluid itself could enable energy storage and increased available energy per fuel weight ratios. The rim-driven motor is being developed to improve propulsion system safety and stability and to reduce noise. The rim-driven motor concept could enable motors that are more efficient both electrically and aerodynamically. The Energy Economy of the project concept is presented as a potential renewable or green energy sustainment for utilizing in-place infrastructure. The nano-electric fluid energy charge-use-recharge cycle is presented using renewable energy input from solar, wind, and hydroelectricity. Powered aircraft operations are presented, and the logistics of the new nano-electric fluid technology are explored. Powered aircraft operations topics include weight and balance, fueling, recharging, safety, and derivative considerations.

Lechniak, Jason A.↗

The Silicon Meta-shell X-ray Mirror Technology Development Roadmap for the Lynx Mission

This document presents a roadmap for advancing the silicon meta-shell optics (SMO). It describes an overall strategy and key technical elements to be developed to meet the four-fold Lynx requirements: (1) angular resolution, (2) effective area, (3) mass, and (4) production schedule and cost. It also describes the building and testing of an engineering unit whose successful completion will retire all risks, technical, logistical, schedule, and cost, associated with building and delivering a mirror assembly for the Lynx mission. All of this work, designed to advance this technology to TRL 6, will be completed by Preliminary Design Review (PDR) to ensure that the flight mirror assembly production process will be but a repetition of a set of well-defined and mature steps, leading to on-time and on-budget delivery of a mirror assembly for the Lynx mission.

Zhang, William W.↗

Airborne Science Mission Capabilities of the NASA DC-8 and Possible Alternative Aircraft

Age-related concerns associated with operating the 50-year-old NASA Airborne Science Program DC-8 Flying Laboratory aircraft are raising concerns about the prospects of someday retiring the NASA DC-8. Given that eventuality, this study examines how current and anticipated science requirements can be incorporated with aeronautical performance and cost metrics for assessing, comparing, and down-selecting candidate replacement aircraft. A literature review of NASA DC-8 missions and interviews with current DC-8 science users provides context for the initial phase of this study and offers a pathway for collecting aircraft specifications. Performance models are developed and calibrated against published range-payload data for various mission fuel and payload weight combinations. The models are extended to three airborne science missions, with payload weights ranging from 30,000-52,000 lb and mission ranges up to 5,050 nmi. Results point towards the 767-200ER aircraft as a top contender offering a bit more experimenter floor-space, payload capacity, and range than the NASA DC-8, and to the U.S. Navy P-8 aircraft as a viable option offering perhaps not too much less of those items, with the relative benefit of using less fuel per mission.

Thomas A Ozoroski↗

TPSAS-NF1676L-32920-DND

In June 2019, a full-scale crash test of a Fokker F28 Fellowship aircraft will be conducted at NASA Langley Research Center?s Landing and Impact Research (LandIR) Facility. The F28 is a high-performance twin-turbo fan narrow-body aircraft with seating in a 3+2 configuration. The MK4000 variant, used in this test, is capable of carrying up to 85 passengers on medium range routes. The F28 was first type certified by the Federal Aviation Administration (FAA) in 1969 and now the majority of the F28 fleet has retired from service in the United States. In 2016, the FAA and NASA Langley Research Center (LaRC) signed an interagency agreement for conducting a research program to obtain test data that will support the development of airframe level crash requirements for transport category airplanes [1]. The objectives of the full-scale crash test can be divided into six categories: (1) To compare and contrast responses in identical aircraft undergoing vertical only to combined vertical and horizontal loading conditions, (2) To examine the effects of horizontal loading on aircraft structure during a crash event, (3) To generate data for the use in calibration of computer modelling efforts, (4) To generate data from onboard Anthropomorphic Test Devices (ATDs) for the evaluation of injury, (5) To obtain data from experimental seats, and (6) To obtain data from new and novel ATD designs including Warrior Injury Assessment MANikin (WIAMan) [2], Test device for Human Occupant Response (THOR), and other newly developed child ATDs. The focus of this presentation will be to document finite element model development of the full-scale F28 aircraft and to present preliminary test-analysis predictions. NASA obtained the full-scale F28 aircraft, plus three fuselage sections and two sets of wings with funding through the NASA Aviation Safety Program in 1998. In addition to the hardware, NASA purchased a full NASTRAN model of the airframe that had been developed by the Dutch manufacturer, Fokker. Beginning in 2016, the NASTRAN model was converted to LS-DYNA? [4, 5] format and modified by combining parts, adding missing parts of internal structure, and including ballast for loading weights, etc. It contains: 89,223 nodes; 24,065 beam elements; 55,404 shell elements; 29,044 solid elements; 740 parts; 80 material definitions; and, 46 Constrained Nodal Rigid Bodies (CNRBs). The aircraft model will be executed in LSDYNA to simulate the test article impact onto a 2-ft.-high bed of soil under combined velocity conditions of 70-ft/s forward and 30-ft/s vertical velocity. Pre-test simulation predictions will be generated and correlated with test data.

Karen E Jackson↗

TPSAS-NF1676L-13680-DND

The International Space Station will require a continuous supply of replacement parts for ongoing maintenance and repair after the retirement of the Space Shuttle. These parts, existing line-replaceable items collectively called Orbital Replacement Units, include heavy and oversized items such as Control Moment Gyroscopes and stowed radiator arrays originally intended for delivery aboard the Space Shuttle. Current resupply spacecraft have limited to no capability to deliver these external logistics. In support of NASA?s Exploration Systems Architecture Study, a team at Langley Research Center designed an Unpressurized Cargo Delivery Vehicle to deliver bulk cargo to the Space Station. The Unpressurized Cargo Delivery Vehicle was required to deliver at least 13,200 lb of cargo mounted on at least 18 Flight Releasable Attachment Mechanisms. The baseline vehicle design developed here has a cargo capacity of 16,000 lbs mounted on up to 20 Flight Releasable Attachment Mechanisms. Major vehicle components are a 5.5m-diameter cargo module containing two detachable cargo pallets with the payload, a Service Module to provide propulsion and power, and an aerodynamic nose cone. To reduce cost and risk, the Service Module is identical to the one used for the Crew Exploration Vehicle design. The Crew Launch Vehicle design recommended in the Exploration Systems Architecture Study was used to launch one annual resupply flight to the International Space Station.

K Chauncey Wu↗

Preserving and Curating the Moon: Adventures in Lunar Core Processing

The lunar crust is the most easily accessible part of the Moon to both remote sensing and sample analyses and provides an archive of information about planetary formation, crustal evolution, and contains a wealth of information about the origin of the Earth-Moon system [e.g., 1-5]. The Apollo mission returned 382 kg of rocks, soil and core samples. Studies of these lunar samples are crucial for our understanding of the Moon’s formation and geological evolution, and for the past 50 years these returned samples have provided the foundation for lunar science [5]. The returned samples are stored and cared for in the lunar curation facility at NASA’s Johnson Space Center. This facility is comprised of a large suite of clean rooms, sample vaults for pristine and return samples, thin section labs, core and saw rooms, storage and working areas, and ancillary labs all designed to minimize contamination from the environment and other samples. Some of the returned samples were intentionally set aside and left unopened. Recently, the Apollo Next Generation Sample Analysis (ANGSA) initiative was designed to examine these pristine samples so the next generation of lunar scientists can further our insight into the Moon’s history. Here, we present the meticulous process that involves preparing for, and ultimately opening, one of the unopened core samples: Apollo 17 drive tube 73002,0,which was collected on the Moon from a landslide deposit near Lara Crater by astronauts Gene Cernan and Jack Schmitt. In order to open, examine, and curate 73002,0withminimalpotential contamination, great care had to be taken prior to opening its container. Beginning18 months before extrusion of the sample, all core processing equipment was pulled out of storage, identified, sorted, cleaned, and purged with nitrogen gas. However, limited institutional memory has made this step challenging as most of the former core processors from the Apollo area have retired or passed away. Twelvemonths prior to extrusion, table-top rehearsals were initiated to identify equipment and learn how it fits together and operates. Five months before extruding the real core, preparations further evolved to include the extrusion and dissection of a lunar core simulant. In addition, a mock-up glovebox was designed and built to allow for a more realistic practice environment. One month prior to extrusion, the actual core cabinet was prepared for use, which included fitting it with lights, a webcam, and power. The tool and equipment cleaning procedure was also modified to include increased cleanliness and sterility requirements. While still sealed, the core was CT scanned at the University of Texas at Austin to maximize its scientific return. Days before the extrusion, witness plates and foil were deployed inside the core cabinet to monitor potential particle and organic contamination within the cabinet. On Nov. 5th, 2019, core sample 73002,0 was successfully opened and extruded(Fig.1). Dissection of 73002,0 began immediately afterwards and is still under way. Processing this sample will help us prepare for future sampling missions and core extrusions and will enable new scientific discoveries about the Moon.

C H Krysher↗

IMERG Multi-Satellite Products Across Two Decades

The Version 06 Global Precipitation Measurement (GPM) mission products were completed over the last year, capping five years of development since the launch of the GPM Core Observatory, and covering the joint Tropical Rainfall Measuring Mission (TRMM) and GPM eras with consistently processed algorithms. The U.S. GPM team’s Integrated Multi-satellitE Retrievals for GPM (IMERG) merged precipitation product enforces a consistent intercalibration for all precipitation products computed from individual satellites with the TRMM and GPM Core Observatory sensors as the TRMM- and GPM-era calibrators, respectively, and incorporates monthly surface gauge data in the Final (research) product. Mid-latitude calibrations during the TRMM era necessarily are more approximate because TRMM only covered the latitude band 35°N-S, while GPM covers 65°N-S. Starting in V06, IMERG employs precipitation motion vectors (used to drive the quasi-Lagrangian interpolation, or “morphing”) that are computed by tracking the vertically integrated vapor as analyzed in MERRA2 and GEOS FP. This approach covers the entire globe, expanding coverage beyond the 60°N-S latitude band provided by IR-based vectors in previous versions, although we choose to mask out microwave-based precipitation over snowy/icy surfaces as unreliable. We will provide examples of performance for the V06 IMERG products, including comparison with the long-term record of GPCP and TMPA, showing higher values by about 8% in the latitude band 50°N-S over oceans; diurnal cycle, demonstrating improvement over previous versions; and daily precipitation PDFs for the entire record, showing a shift at the TRMM/GPM boundary, as well as interannual variations. These analyses have important implications for the utility of V06 IMERG data for long-record calculations. Finally, we will review the retirement of the predecessor TMPA multi-satellite dataset.

George J. Huffman↗