Search NASA⌕ Search

SEARCH · Search NASA

Results for “safety certification”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 433 records · Page 24

Component Characterization of an eVTOL Reference Model for Crashworthiness Studies

Researchers at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) have conducted a series of structural component and seat level tests to improve finite element model (FEM) characterization of a representative vertical take-off and landing (eVTOL) test article developed by NASA. A full-scale dynamic test was conducted on the representative eVTOL test article in November of 2022. The test article represented a high wing, six passenger eVTOL design concept and is referred to as the lift plus cruise (LPC) test article. The full-scale test identified limitations in the analytical models used to predict aircraft structural response, in particular the composite material models did not effectively capture brittle failure of the structure which were measured during dynamic loading. To better understand the mechanism behind the composite material failure mechanisms observed and to improve the FEM, intact sample specimens of the composite airframe structure were recovered from the test article post-test and used in material characterization testing. In addition, the seat configurations used in the LPC test article were further studied using isolated seat and anthropomorphic test device (ATD) drop tower testing. Dynamic compression tests and three-point bend tests, conducted at varied impact speeds, were performed on the recovered frame section specimens. Additional testing was conducted to characterize the material properties of the forming foam, which remained in the frames after fabrication. These tests were used to improve characterization of the damage and failure parameters of the composite material model used in the FE model of the LPC test article. Seat level tests were conducted on the seats used in the LPC test article using acceleration pulses inclusive of current general aviation and rotorcraft certification load levels as well as conditions representative of those measured at the seat base during the LPC test. The structural material models and seat environment models of the LPC test article FEM were calibrated using the generated component test data. The updates made to these models were then integrated into the LPC FEM and simulated in the full-scale test condition. Results demonstrated the effectiveness of component testing to improve predictive capability of composite aerospace structural models within the crash and dynamic loading environments. Demonstration of the LPC FEM response across an accumulation of coupon, component, seat environment, and full-scale test levels provides confidence in the predictive capability of this model for future use in the study of occupant safety within eVTOL relevant crash environments.

Craswhorthiness↗

Component Characterization of an eVTOL Reference Model for Crashworthiness Studies

Researchers at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) have conducted a series of structural component and seat level tests to improve finite element model (FEM) characterization of a representative vertical take-off and landing (eVTOL) test article developed by NASA. A full-scale dynamic test was conducted on the representative eVTOL test article in November of 2022. The test article represented a high wing, six passenger eVTOL design concept and is referred to as the lift plus cruise (LPC) test article. The full-scale test identified limitations in the analytical models used to predict aircraft structural response, in particular the composite material models did not effectively capture brittle failure of the structure which were measured during dynamic loading. To better understand the mechanism behind the composite material failure mechanisms observed and to improve the FEM, intact sample specimens of the composite airframe structure were recovered from the test article post-test and used in material characterization testing. In addition, the seat configurations used in the LPC test article were further studied using isolated seat and anthropomorphic test device (ATD) drop tower testing. Dynamic compression tests and three-point bend tests, conducted at varied impact speeds, were performed on the recovered frame section specimens. Additional testing was conducted to characterize the material properties of the forming foam, which remained in the frames after fabrication. These tests were used to improve characterization of the damage and failure parameters of the composite material model used in the FE model of the LPC test article. Seat level tests were conducted on the seats used in the LPC test article using acceleration pulses inclusive of current general aviation and rotorcraft certification load levels as well as conditions representative of those measured at the seat base during the LPC test. The structural material models and seat environment models of the LPC test article FEM were calibrated using the generated component test data. The updates made to these models were then integrated into the LPC FEM and simulated in the full-scale test condition. Results demonstrated the effectiveness of component testing to improve predictive capability of composite aerospace structural models within the crash and dynamic loading environments. Demonstration of the LPC FEM response across an accumulation of coupon, component, seat environment, and full-scale test levels provides confidence in the predictive capability of this model for future use in the study of occupant safety within eVTOL relevant crash environments.

Craswhorthiness↗

Bootstrapping Multi-Agent Unmanned Aerial Vehicle (UAV) System Integration Using Ground-Based Assets: Lessons Learned

The highly dynamic nature of UAVs imposes significant challenges when conducting initial testing ranging from safety risks posed by high-capacity lithium batteries and spinning propellers to rigorous timing demands on controllers and the consequences of failures mid-air. Flight testing of a single vehicle is time and labor intensive due to these challenges and more, and the complexity increases exponentially with the number of vehicles. While simulations and hardware-in-the-loop bench testing can provide adequate environments for preliminary validation, differences in system deployment architecture, software interfaces, and hardware infrastructure between simulation and a fleet of real UAVs create a sizable gap that must be navigated carefully during system integration. In support of the Autonomy Teaming and TRAjectories for Complex Trusted Operational Reliability (ATTRACTOR) project, which had the goal of establishing a basis of certification of trust and trustworthiness in multi-agent autonomous systems, this gap was tackled from two directions. First, a novel mixed-reality simulation environment was engineered to blur the transition from simulation to flight hardware. Second, a fleet of Unmanned Surface Vehicles (USVs) was developed as a test and evaluation platform that more closely represented the final aerial fleet while eliminating many of the risks associated with air vehicles. This paper delves into the second element, analyzing the efficacy of the USV platform in performing system integration testing for the UAV system. In this paper we present the USV fleet and its role in reducing the aforementioned gaps in deployment architecture, software interfaces, and hardware infrastructure when moving from simulation to flight. An overview of the hardware and software onboard the vehicles will be provided along with supporting infrastructure. The system integration process will be documented including results in supporting both the overarching design reference mission (DRM) of ATTRACTOR and individual research efforts conducted during the project. Finally, we will discuss some of the practical lessons learned regarding the testing, deployment, and operation of multi-agent autonomous systems.

Matthew P Vaughan↗

Use of Smoothed Measured Winds to Predict and Assess Launch Environments

Since many of the larger launch vehicles are operated near their design limits during the ascent phase of flight to optimize payload to orbit, it often becomes necessary to verify that the vehicle will remain within certification limits during the ascent phase as part of the go/no-go review made prior to launch. This paper describes the approach used to predict Ares I-X launch vehicle structural air loads and controllability prior to launch which represents a distinct departure from the methodology of the Space Shuttle and Evolved Expendable Launch Vehicle (EELV) programs. Protection for uncertainty of key environment and trajectory parameters is added to the nominal assessment of launch capability to ensure that critical launch trajectory variables would be within the integrated vehicle certification envelopes. This process was applied by the launch team as a key element of the launch day go/no-go recommendation. Pre-launch assessments of vehicle launch capability for NASA's Space Shuttle and the EELV heavy lift versions require the use of a high-resolution wind profile measurements, which have relatively small sample size compared with low-resolution profile databases (which include low-resolution balloons and radar wind profilers). The approach described in this paper has the potential to allow the pre-launch assessment team to use larger samples of wind measurements from low-resolution wind profile databases that will improve the accuracy of pre-launch assessments of launch availability with no degradation of mission assurance or launch safety.

Cordova, Henry S.↗

Guidance for Designing Safety into Urban Air Mobility: Hazard Analysis Techniques

The national airspace system is exceptionally safe, specifically in terms of commercial air traffic operations. The introduction of innovative aircraft (such as electric vertical takeoff and landing vehicles) undergoing novel operations (such as for an urban air passenger carrying mission) is a potential disruptor to the current means of regulating and ensuring the safety of air travel. The aviation industry and associated regulatory bodies are adapting their approaches to assuring system safety to enable these new paradigms. However, any system safety analysis requires that a hazard assessment be performed. In this work, we consider the Functional Hazard Assessment (FHA) and Systems Theoretic Process Analysis (STPA) techniques for hazard assessment and evaluate whether they can be used in a complementary fashion for regulatory approval purposes. We perform an FHA and an STPA on an electric vertical takeoff and landing (eVTOL) vehicle undergoing an urban air mobility (UAM) passenger carrying reference scenario and present excerpts of this analysis. We then draw parallels between the techniques and highlight elements where they naturally reinforce to each other’s results, specifically in the consideration of hazard severity with respect to flight phases, the design of hazard mitigations, and the applicability of the results to all types of regulatory approvals (e.g., type certification, operational approval, and crew training).

Mallory S Graydon↗

NASA Tech Briefs, April 2013

Topics covered include: Fully Integrated, Miniature, High-Frequency Flow Probe Utilizing MEMS Leadless SOI Technology; Nanoscale Surface Plasmonics Sensor With Nanofluidic Control; Advanced Dispersed Fringe Sensing Algorithm for Coarse Phasing Segmented Mirror Telescopes; Neural Network Back-Propagation Algorithm for Sensing Hypergols; Bulk Moisture and Salinity Sensor; Change-Based Satellite Monitoring Using Broad Coverage and Targetable Sensing; Circularly Polarized Microwave Antenna Element with Very Low Off-Axis Cross-Polarization; Ultra-Low Heat-Leak, High-Temperature Superconducting Current Leads for Space Applications; Flash Cracking Reactor for Waste Plastic Processing; An Automated Safe-to-Mate (ASTM) Tester; Wireless Chalcogenide Nanoionic-Based Radio-Frequency Switch; Compute Element and Interface Box for the Hazard Detection System; DOT Transmit Module; Composite Aerogel Multifoil Protective Shielding; Li-Ion Electrolytes with Improved Safety and Tolerance to High-Voltage Systems; Polymer-Reinforced, Non-Brittle, Lightweight Cryogenic Insulation; Controlled, Site-Specific Functionalization of Carbon Nanotubes with Diazonium Salts; Regenerable Sorbent for CO2 Removal; Sprayable Aerogel Bead Compositions With High Shear Flow Resistance and High Thermal Insulation Value; Lexan Linear Shaped Charge Holder with Magnets and Backing Plate; Robotic Ankle for Omnidirectional Rock Anchors; Wind, Wave, and Tidal Energy Without Power Conditioning; An Active Heater Control Concept to Meet IXO Type Mirror Module Thermal-Structural Distortion Requirement; Waterless Clothes-Cleaning Machine; Integrated Electrical Wire Insulation Repair System; LVGEMS Time-of-Flight Mass Spectrometry on Satellites; Surface Inspection Tool for Optical Detection of Surface Defects; Per-Pixel, Dual-Counter Scheme for Optical Communications; Certification-Based Process Analysis; Surface Navigation Using Optimized Waypoints and Particle Swarm Optimization; Smart-Divert Powered Descent Guidance to Avoid the Backshell Landing Dispersion Ellipse; Estimating Foreign-Object-Debris Density from Photogrammetry Data; Adaptive Sampling of Spatiotemporal Phenomena with Optimization Criteria; Building a 2.5D Digital Elevation Model From 2D Imagery; Eyes on the Earth 3D; Target Trailing With Safe Navigation for Maritime Autonomous Surface Vehicles; Adams-Based Rover Terramechanics and Mobility Simulator - ARTEMIS; ISTP CDF Skeleton Editor; Uplink Summary Generator (ULSGEN) Version 1.0; Robotics On-Board Trainer (ROBoT); Software Engineering Tools for Scientific Models; Automatic Data Filter Customization Using a Genetic Algorithm; Tracker Toolkit; Towards Efficient Scientific Data Management Using Cloud Storage; On a Formal Tool for Reasoning About Flight Software Cost Analysis; A Nanostructured Composites Thermal Switch Controls Internal and External Short Circuit in Lithium Ion Batteries; Spacecraft Crew Cabin Condensation Control; and Functional Near-Infrared Spectroscopy Signals Measure Neuronal Activity in the Cortex.

Source record↗

Joint ASRS and NASA Callback on FANS-1 Datalink Operational Incidents

The recent certification and implementation of the Future Air Navigation System (FANS- 1) was based on the benefits of reduced separation minima, ability to optimize flight plans enroute, and the prompt transmission and reception of messages between oceanic controllers and 747-400 aircraft transiting the Pacific. In addition, FANS was intended to supersede High Frequency (HF) radio which has been the staple, yet problematic, long distance communication link for years. However, in the three initial years of operation, FANS has revealed its own unique operational issues. Although some technical and engineering problems have been studied and addressed, little research has been conducted on human factors issues associated with the use of FANS on the flight deck. This lack of prior data on the operational use of FANS prompted a joint NASA/Aviation Safety Reporting System (ASRS) inquiry into FANS datalink. In addition, two foreign air carriers and their respective safety agencies were recruited to participate. This international FANS research effort consisting of three aviation safety agencies and three international commercial air-carriers has provided a unique opportunity for conducting human factors research in an operational environment. An ASRS 'callback' format was chosen for the study as a practical and viable method for capturing FANS events on the flight deck. Initially, 747-400 pilots were encouraged to submit reports to their respective safety agencies if they had experienced any positive or negative incidents with the use of FANS. Upon receipt of a report, it was evaluated and if deemed pertinent to the study, a telephone interview or 'callback' was conducted on the FANS incident to elicit further details, capture the key events, and gather contextual information. Once the operational data collection phase was completed, the reports and interviews were analyzed with two purposes in mind: primarily to identify and address problematic human factors issues with current FANS technology, and, secondarily, to provide 'lessons learned' for future datalink systems and implementation.

Moses, John↗

Investigations of Shuttle Main Landing Gear Door Environmental Seals

The environmental seals for the main landing gear doors of the Shuttle Orbiters were raised by the Columbia Accident Investigation Board as a potential safety concern. Inspections of seals installed on the Shuttle Discovery revealed that they were permanently deformed and no longer met certified seal compression requirements. Replacement of the seals led to the inability to fully close the main landing gear doors. Johnson Space Center requested that Glenn Research Center conduct tests on the main landing gear door environmental seals to assist in installing the seals in a manner to allow the main landing gear doors to fully close. Further testing was conducted to fill out the seal performance database. Results from the testing indicated that the method of bonding the seals was important in reducing seal loads on the main landing gear doors. Also, the replacement seals installed in Shuttle Discovery were found to have leakage performance sufficient to meet the certification requirements.

Finkbeiner, Joshua↗

NASA's UAS NAS Access Project

The vision of the Unmanned Aircraft System (UAS) Integration in the National Airspace System (NAS) Project is "A global transportation system which allows routine access for all classes of UAS." The goal of the UAS Integration in the NAS Project is to "contribute capabilities that reduce technical barriers related to the safety and operational challenges associated with enabling routine UAS access to the NAS." This goal will be accomplished through a two-phased approach based on development of system-level integration of key concepts, technologies and/or procedures, and demonstrations of integrated capabilities in an operationally relevant environment. Phase 1 will take place the first two years of the Project and Phase 2 will take place the following three years. The Phase 1 and 2 technical objectives are: Phase 1: Developing a gap analysis between current state of the art and the Next Generation Air Transportation System (NextGen) UAS Concept of Operations . Validating the key technical areas identified by this Project . Conducting initial modeling, simulation, and flight testing activities . Completing Sub-project Phase 1 deliverables (spectrum requirements, comparative analysis of certification methodologies, etc.) and continue Phase 2 preparation (infrastructure, tools, etc.) Phase 2: Providing regulators with a methodology for developing airworthiness requirements for UAS, and data to support development of certifications standards and regulatory guidance . Providing systems-level, integrated testing of concepts and/or capabilities that address barriers to routine access to the NAS. Through simulation and flight testing, address issues including separation assurance, communications requirements, and human systems integration in operationally relevant environments. The UAS in the NAS Project will demonstrate solutions in specific technology areas, which will address operational/safety issues related to UAS access to the NAS. Since the resource allocation for this Project is limited ($150M over the five years), the focus is on reducing the technical barriers where NASA has unique capabilities. As a result, technical areas, such as Sense and Avoid (SAA) and beyond line of sight command and control will not be addressed. While these are critical barriers to UAS access, currently, there is a great deal of global effort being exercised to address these challenge areas. Instead, specific technology development in areas where there is certainty that NASA can advance the research to high technology readiness levels will be the Project's focus. Specific sub-projects include Separation Assurance, Human Systems Integration, Communications, Certification, and Integrated Test and Evaluation. Each sub-project will transfer technologies to relevant key stakeholders and decision makers through research transition teams, technology forums, or through other analogous means.

Johnson, Charles W.↗

UAS Integration into the NAS Project

The goal of the UAS Integration in the NAS Project is to contribute capabilities that reduce technical barriers related to the safety and operational challenges associated with enabling routine UAS access to the NAS This goal will be accomplished through a two-phased approach of system-level integration of key concepts, technologies and/or procedures, and demonstrations of integrated capabilities in an operationally relevant environment. Technical objectives include: PHASE 1: a) Validating the key technical areas identified by this project. System-level analyses, a State of the Art Analysis (SOAA), and a ConOps will identify the challenges and barriers preventing routine UAS access to the NAS. b) Developing a national roadmap and gap analysis identifying specific deliverables in the area of operations, procedures, and technologies that will impact future policy decisions. PHASE 2: a) Provide regulators with a methodology for developing airworthiness requirements for UAS and data to support development of certifications standards and regulatory guidance. b) Provide systems-level integrated testing of concepts and/or capabilities that address barriers to routine access to the NAS. Through simulation and flight testing, address issues including separation assurance, communications requirements, and Pilot Aircraft Interfaces (PAIs) in operationally relevant environments

Bauer, Jeff↗

Honeywell Enhancing Airplane State Awareness (EASA) Project: Final Report on Refinement and Evaluation of Candidate Solutions for Airplane System State Awareness

The loss of pilot airplane state awareness (ASA) has been implicated as a factor in several aviation accidents identified by the Commercial Aviation Safety Team (CAST). These accidents were investigated to identify precursors to the loss of ASA and develop technologies to address the loss of ASA. Based on a gap analysis, two technologies were prototyped and assessed with a formative pilot-in-the-loop evaluation in NASA Langley’s full-motion Research Flight Deck. The technologies address: 1) data source anomaly detection in real-time, and 2) intelligent monitoring aids to provide nominal and predictive awareness of situations to be monitored and a mission timeline to visualize events of interest. The evaluation results indicated favorable impressions of both technologies for mitigating the loss of ASA in terms of operational utility, workload, acceptability, complexity, and usability. The team concludes that there is a feasible retrofit solution for improving ASA that would minimize certification risk, integration costs, and training impact.

Whitlow, Stephen D.↗

Impact of Advanced Synoptics and Simplified Checklists During Aircraft Systems Failures

Abstract—Natural human capacities are becoming increasingly mismatched to the enormous data volumes, processing capabilities, and decision speeds demanded in today’s aviation environment. Increasingly Autonomous Systems (IAS) are uniquely suited to solve this problem. NASA is conducting research and development of IAS - hardware and software systems, utilizing machine learning algorithms, seamlessly integrated with humans whereby task performance of the combined system is significantly greater than the individual components. IAS offer the potential for significantly improved levels of performance and safety that are superior to either human or automation alone. A human-in-the-loop test was conducted in NASA Langley’s Integration Flight Deck B-737-800 simulator to evaluate advanced synoptic pages with simplified interactive electronic checklists as an IAS for routine air carrier flight operations and in response to aircraft system failures. Twelve U.S. airline crews flew various normal and non-normal procedures and their actions and performance were recorded in response to failures. These data are fundamental to and critical for the design and development of future increasingly autonomous systems that can better support the human in the cockpit. Synoptic pages and electronic checklists significantly improved pilot responses to non-normal scenarios, but implementation of these aids and other intelligent assistants have barriers to implementation (e.g., certification cost) that must overcome.

Etherington, Timothy J.↗

The J-2X Fuel Turbopump - Turbine Nozzle Low Cycle Fatigue Acceptance Rationale

The J-2X Fuel Turbopump (FTP) turbine, which drives the pump that feeds hydrogen to the J-2X engine for main combustion, is based on the J-2S design developed in the early 1970 s. Updated materials and manufacturing processes have been incorporated to meet current requirements. This paper addresses an analytical concern that the J-2X Fuel Turbine Nozzle Low Cycle Fatigue (LCF) analysis did not meet safety factor requirements per program structural assessment criteria. High strains in the nozzle airfoil during engine transients were predicted to be caused by thermally induced stresses between the vane hub, vane shroud, and airfoil. The heritage J-2 nozzle was of a similar design and experienced cracks in the same area where analysis predicted cracks in the J-2X design. Redesign options that did not significantly impact the overall turbine configuration were unsuccessful. An approach using component tests and displacement controlled fracture mechanics analysis to evaluate LCF crack initiation and growth rate was developed. The results of this testing and analysis were used to define the level of inspection on development engine test units. The programmatic impact of developing crack initiation/growth rate/arrest data was significant for the J-2X program. Final Design Certification Review acceptance logic will ultimately be developed utilizing this test and analytical data.

Hawkins, Lakiesha V.↗

Advanced Simulation and Computing: ASC FY24 Implementation Plan

The DOE National Nuclear Security Administration (NNSA) Stockpile Stewardship Program (SSP) is an integrated technical program for maintaining the safety, security, and reliability of the U.S. nuclear stockpile. The SSP incorporates nuclear test data, computational modeling and simulation, and experimental facilities to advance understanding of nuclear weapons. The suite of data analyzed comes from activities including previous nuclear tests, stockpile surveillance, experimental research, and development and engineering programs. This integrated national program requires the continued use of experimental facilities and the computational capabilities to support the SSP missions. These component parts, in addition to an appropriately scaled production capability, enable NNSA to support stockpile requirements. The ultimate goal of the SSP, and thus of the Advanced Simulation and Computing (ASC) program, is to ensure that the U.S. maintains a safe, secure, and effective strategic deterrent. The ASC program is a cornerstone of the SSP, providing simulation capabilities and computational resources to support the annual stockpile assessment and certification process, study advanced nuclear weapons design and manufacturing processes, analyze accident scenarios and weapons aging, and provide the tools to enable stockpile Life Extension Programs (LEPs) and the resolution of Significant Finding Investigations (SFIs). This work requires a balance of resources, including technical staff, hardware, simulation software, and computer science solutions. The ASC program focuses on increasing the predictive capabilities in a three-dimensional (3D) simulation environment while maintaining support to the SSP. The Program continues to improve its unique tools for understanding and solving progressively more difficult stockpile problems (sufficient resolution, dimensionality, and scientific details), and quantifying critical margins and uncertainties. Resolving each issue requires increasingly difficult analyses because the aging process has progressively moved the stockpile further from the original test base. While the focus remains on the U.S. nuclear weapons program, where possible, the Program also enables the use of high-performance computing (HPC) and simulation tools to address broader national security needs, such as foreign nuclear weapon assessments and nuclear counterterrorism. The 2022 Nuclear Posture Review (NPR) calls for NNSA to “deliver a modern, adaptive nuclear security enterprise based on an integrated strategy for risk management, production-based resilience, science and technology innovation, and workforce initiatives.” Furthermore, “NNSA will establish a Science and Technology Innovation Initiative to accelerate the integration of science and technology (S&T) throughout its activities.” Executing this strategy necessitates the continued emphasis on developing and sustaining high-quality scientific and engineering staff, as well as supporting computational and experimental capabilities. These components constitute the foundation of the nuclear weapons program. The continued success of the SSP and LEPs is predicated upon the ability to credibly certify the stockpile, without a return to underground nuclear tests (UGTs). Shortly after the nuclear test moratorium entered into force in 1992, the Accelerated Strategic Computing Initiative (ASCI) was established to provide an extensive simulation capability to underpin stockpile certification. While computing and simulation have always been essential to the success of the nuclear weapons program, the program goal of ASCI was to execute NNSA’s vision of using these tools in support of the stockpile stewardship mission. The ASCI program was essential to the successful demonstration of the SSP, providing critical nuclear weapons simulation and modeling capabilities. ASCI officially evolved into the ASC program in fiscal year (FY) 2005, but the mission remains essentially the same: provide the simulation and computational capabilities that underpin the ability to maintain a safe, secure, effective nuclear weapon stockpile, without returning to underground nuclear testing. The capabilities that the ASC program provides at the national laboratories play a vital role in the nuclear security enterprise and are necessary for fulfilling the stockpile stewardship and life extension requirements outlined for NNSA. The Program develops modern simulation tools that provide insights into stockpile aging issues, provide the computational and simulation tools that enable designers and analysts to certify the current stockpile and life-extended nuclear weapons, and inform the decision-making process when any modifications in nuclear warheads or the associated manufacturing processes are deemed necessary. Furthermore, ASC is enhancing the predictive simulation capabilities that are essential to evaluate weapons effects, design experiments, and ensure test readiness. The ASC program continues to improve its unique tools to solve stockpile problems— with a focus on sufficient resolution, dimensionality, and scientific detail—to enable Quantification of Margins and Uncertainties (QMU) and to resolve the increasingly difficult analyses needed for stockpile stewardship. The needs of the Stockpile Management and Production Modernization programs (formerly Directed Stockpile Work) also drive the requirements for simulation and computational resources. These requirements include planned LEPs, stockpile support activities, and mitigation efforts against the potential for technical surprise. All of the weapons within the current stockpile are in some stage of the life extension process. The simulation and computational capabilities are crucial for successful execution of these life extensions and for ensuring NNSA can certify these life-extended weapons without conducting a UGT.

97 MATHEMATICS AND COMPUTING↗

On the use of the systems approach to certify advanced aviation technologies

The field of human factors is as varied and diverse as the human subject itself. But one of its most important applications is the facilitation of safety and efficiency in a particular working environment through the implementation of paradigms known about humans and their working relationship with machines and systems. During the period since World War II (which is often viewed as the birth of Human Factors) no area has been the subject of more human factors research than aviation. And in no time during that epoch is the influence of human factors more important, nor more imperative than it is today. As technology driven designs have been finding their way into the national airspace system (NAS), there has been growing concern within the aviation industry itself, the Federal Aviation Administration (FAA), and the general public for a means by which to certify complex systems and the advanced aviation technologies that will be responsible for transporting, directing, and maintaining our airborne travel. While it is widely agreed human factors certification is desirable, the philosophy that will underlie the approach is debatable. There are, in general, two different approaches to certification: (1) the top-down or systems approach; and, (2) the bottom-up or monadical approach. The top-down approach is characterized by the underlying assumption that certification can be best achieved by looking at the system as a whole, understanding its objectives and operating environment, then examining the constituent parts. In an aircraft cockpit, this would be accomplished by first examining what the aircraft is supposed to be (e.g., fighter, general aviation, passenger), identifying its operating environment (IFR, VMC, combat, etc.) and looking at the entire working system which includes the hardware, software, liveware and their interactions; then, evaluative measures can be applied to the subsystems (e.g., individual instruments, CRT displays, controls). The bottom-up approach is founded on the philosophy that the whole can be best served by first examining it constituent elements. This approach would perform the above certification completely antithetically, by looking at the individual parts and certifying good human factors applications to those parts under the basic assumption that the whole is equal to the sum of its parts.

Wise, Mark A.↗

Community Noise Impact of Urban Air Mobility Vehicle Operations

Advanced air mobility (AAM) missions, carried out by electrically driven air vehicles, are characterized by ranges of less than about 300-500 nm (about 500-900 km) and include both rural and urban operations. The missions may include public transportation, cargo delivery, air taxi, and emergency response. While the urban air mobility (UAM) subset of AAM is projected to have high economic benefit, it is also the most difficult to develop because it must overcome many barriers, including those associated with the airspace system, safety, and community noise. This presentation focuses on the utilization of UAM source noise data for assessment of community noise impact. Although a limited number of acoustic flight measurement campaigns have been made to characterize the source noise of prototype and preproduction UAM aircraft, prediction-based approaches are primarily considered herein. Following conceptual design, in which the vehicle is appropriately sized for its intended mission, a comprehensive analysis must be performed for a range of operating conditions spanning the flight envelope to determine the corresponding configurations of the vehicle, that is, the trimmed states. For each trimmed state, the noise produced by each source, for example, steady and unsteady rotor noise, may be computed and so-called source noise (hemi)spheres generated. These source data may subsequently be used in various community noise impact analyses. Several use cases are presented including those supporting noise certification and those for auralizations that may, in turn, be used as part of a perception-influenced design process. Land use planning tools for generating noise exposure maps, including those using simulation and integrated modeling approaches, are also presented. Finally, use cases supporting development of low noise flight operations, including an acoustic flight simulator and acoustically aware flight control, are considered.

aircraft community noise↗

Improbability of Post-Closure Criticality in Array of Transuranic Waste Containers after Compaction by Salt Creep at Waste Isolation Pilot Plant

Based on the rationale presented, post-closure nuclear criticality is improbable when room closure compacts containers disposing transuranic (TRU) waste emplaced at the Waste Isolation Pilot Plant (WIPP), an operating repository in bedded salt in southeastern New Mexico. As described in the original WIPP certification, a qualitative estimate of the probability of post-closure criticality in TRU waste produced from atomic energy defense activities has been low either because remote-handled TRU waste canisters are neutronically isolated by the bedded salt or because the low fissile mass in an array of contact-handled TRU waste drums cannot be compacted sufficiently by room closure from salt creep. These situations are still valid for the majority of TRU waste that is disposed at WIPP without any disposal constraints, as updated herein. This report also qualitatively evaluates the probability of criticality after disposal of TRU waste in pipe overpack containers (POC) where every POC in a shipment may have the maximum 200 fissile gram equivalent of 239Pu content. The probability of criticality for a disposal room filled with POCs is estimated during four representative phases of repository evolution: (1) a large salt block falls onto POCs in the first 20 years, (2) salt creep closes a disposal room in the first 1000 years without brine seepage and subsequent gas generation, which permits maximum compaction, (3) some brine seepage occurs into the closed room, which initiates consumption of the fiberboard (cellulose) impact absorber in the POC in the second 1000 years, and (4) full brine inundation of a room and consumption of all fiberboard thereafter. Salt-block fall in the first phase does not greatly disrupt three tiers of POCs. The compacted spacing of POCs in the later three repository conditions is calculated through high-fidelity, geomechanical modeling. Criticality evaluation of compacted 200-g 239 Pu spheres at the compacted spacing shows that neither 12-inch nor 6-inch POCs are critical after the first 1000 years, the second 1000 years, or thereafter as the sea of reflector material changes to represent the three repository conditions. Specifically, fiberboard and iron isolates 239 Pu while dry, and brine reduces the reactivity when a room is partially and fully inundated. Because POC behavior bounds behavior of other standard TRU waste containers, post-closure criticality caused by room closure compacting containers is omitted in the performance assessments for the 2019 and 2026 WIPP compliance re-certification applications to the US Environmental Protection Agency.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

Ensuring Safe Exploration: Ares Launch Vehicle Integrated Vehicle Ground Vibration Testing

Ground vibration testing has been an integral tool for developing new launch vehicles throughout the space age. Several launch vehicles have been lost due to problems that would have been detected by early vibration testing, including Ariane 5, Delta III, and Falcon 1. NASA will leverage experience and testing hardware developed during the Saturn and Shuttle programs to perform ground vibration testing (GVT) on the Ares I crew launch vehicle and Ares V cargo launch vehicle stacks. NASA performed dynamic vehicle testing (DVT) for Saturn and mated vehicle ground vibration testing (MVGVT) for Shuttle at the Dynamic Test Stand (Test Stand 4550) at Marshall Space Flight Center (MSFC) in Huntsville, Alabama, and is now modifying that facility to support Ares I integrated vehicle ground vibration testing (IVGVT) beginning in 2012. The Ares IVGVT schedule shows most of its work being completed between 2010 and 2014. Integrated 2nd Stage Ares IVGVT will begin in 2012 and IVGVT of the entire Ares launch stack will begin in 2013. The IVGVT data is needed for the human-rated Orion launch vehicle's Design Certification Review (DCR) in early 2015. During the Apollo program, GVT detected several serious design concerns, which NASA was able to address before Saturn V flew, eliminating costly failures and potential losses of mission or crew. During the late 1970s, Test Stand 4550 was modified to support the four-body structure of the Space Shuttle. Vibration testing confirmed that the vehicle's mode shapes and frequencies were better than analytical models suggested, however, the testing also identified challenges with the rate gyro assemblies, which could have created flight instability and possibly resulted in loss of the vehicle. Today, NASA has begun modifying Test Stand 4550 to accommodate Ares I, including removing platforms needed for Shuttle testing and upgrading the dynamic test facilities to characterize the mode shapes and resonant frequencies of the vehicle. The IVGVT team expects to collect important information about the new launch vehicles, greatly increasing astronaut safety as NASA prepares to explore the Moon and beyond.

Tuma, M. L.↗