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NASA NTRS2003

Expanding Hydrogen Peroxide Propulsion Test Capability at NASA's Stennis Space Center E-Complex

In recent years, the rocket propulsion test capability at NASA s John C. Stennis Space Center's (SSC) E-Complex has been enhanced to include facilitization for hydrogen peroxide (H2O2) based ground testing. In particular, the E-3 test stand has conducted numerous test projects that have been reported in the open literature. These include combustion devices as simple at small-scale catalyst beds, and larger devices such as ablative thrust chambers and a flight-type engine (AR2-3). Consequently, the NASA SSC test engineering and operations knowledge base and infrastructure have grown considerably in order to conduct safe H2O2 test operations with a variety of test articles at the component and engine level. Currently, the E-Complex has a test requirement for a hydrogen peroxide based stage test. This new development, with its unique set of requirements, has motivated the facilitization for hydrogen peroxide propellant use at the E-2 Cell 2 test position in addition to E-3. Since the E-2 Cell 2 test position was not originally designed as a hydrogen peroxide test stand, a facility modernization- improvement project was planned and implemented in FY 2002-03 to enable this vertical engine test stand to accommodate H2O2. This paper discusses the ongoing enhancement of E-Complex ground test capability, specifically at the E-3 stand (Cell 1 and Cell 2) and E-2 Cell 2 stand, that enable current and future customers considerable test flexibility and operability in conducting their peroxide based rocket R&D efforts.

Jacks, Thomas E.↗

NASA NTRSDate not supplied

Artemis: An Overview of NASA’s Activities to Return Humans to the Moon

NASA is well underway in its plans to return humans to the Moon and build long-term infrastructure both in orbit and on the surface. Following the Artemis I and Artemis II flight tests, NASA will begin crewed landings and regular missions to the Moon. Artemis will return value to the American public and the global community, enable groundbreaking scientific discovery, and prepare NASA and its partners for exploration of the solar system. Work on the initial Human Landing System (HLS), procurement activities for future HLS, and work on the initial modules of the lunar-orbiting Gateway are underway. International partnerships are playing a critical role in the planning, development, and execution of these missions. As of December 2021, three international partners have entered agreements to contribute to the Gateway and 14 nations have signed the Artemis accords. A new spacesuit acquisition strategy will stimulate economic growth and meet the growing needs of NASA and emerging customers. Requirements development is underway for an unpressurized lunar surface rover and plans for a pressurized rover, foundation surface habitat, and the Artemis Base Camp are in work. This paper will provide an update on the HLS demonstration missions and the procurement status for HLS services; a comprehensive look at the Gateway’s components and related statuses; a summary of planned surface systems; and an outline of the strategies NASA will use to successfully implement these plans, preparing for humanity's next giant leap: Mars.

Artemis↗

NASA NTRS2011

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.↗

NASA NTRS2001

Development and Implementation of NASA's Lead Center for Rocket Propulsion Testing

With the new millennium, NASA's John C. Stennis Space Center (SSC) continues to develop and refine its role as rocket test service provider for NASA and the Nation. As Lead Center for Rocket Propulsion Testing (LCRPT), significant progress has been made under SSC's leadership to consolidate and streamline NASA's rocket test infrastructure and make this vital capability truly world class. NASA's Rocket Propulsion Test (RPT) capability consists of 32 test positions with a replacement value in excess of $2B. It is dispersed at Marshall Space Flight Center (MSFC), Johnson Space Center (JSC)-White Sands Test Facility (WSTF), Glenn Research Center (GRC)-Plum Brook (PB), and SSC and is sized appropriately to minimize duplication and infrastructure costs. The LCRPT also provides a single integrated point of entry into NASA's rocket test services. The RPT capability is managed through the Rocket Propulsion Test Management Board (RPTMB), chaired by SSC with representatives from each center identified above. The Board is highly active, meeting weekly, and is key to providing responsive test services for ongoing operational and developmental NASA and commercial programs including Shuttle, Evolved Expendable Launch Vehicle, and 2nd and 3rd Generation Reusable Launch Vehicles. The relationship between SSC, the test provider, and the hardware developers, like MSFC, is critical to the implementation of the LCRPT. Much effort has been expended to develop and refine these relationships with SSC customers. These efforts have met with success and will continue to be a high priority to SSC for the future. To data in the exercise of its role, the LCRPT has made 22 test assignments and saved or avoided approximately $51M. The LCRPT directly manages approximately $30M annually in test infrastructure costs including facility maintenance and upgrades, direct test support, and test technology development. This annual budges supports rocket propulsion test programs which have an annual budget in excess of $150M. As the LCRPT continues to develop, customer responsiveness and lower cost test services will be major themes. In that light, SSC is embarking on major test technology development activities ensuring long range goals of safer, more responsive, and more cost effective test services are realized. The LCRPT is also focusing on the testing requirements for advanced propulsion systems. This future planning is key to defining and fielding the ability to test these new technologies in support of the hardware developers.

Dawson, Michael C.↗

NASA NTRS2006

Implications of Responsive Space on the Flight Software Architecture

The Responsive Space initiative has several implications for flight software that need to be addressed not only within the run-time element, but the development infrastructure and software life-cycle process elements as well. The runtime element must at a minimum support Plug & Play, while the development and process elements need to incorporate methods to quickly generate the needed documentation, code, tests, and all of the artifacts required of flight quality software. Very rapid response times go even further, and imply little or no new software development, requiring instead, using only predeveloped and certified software modules that can be integrated and tested through automated methods. These elements have typically been addressed individually with significant benefits, but it is when they are combined that they can have the greatest impact to Responsive Space. The Flight Software Branch at NASA's Goddard Space Flight Center has been developing the runtime, infrastructure and process elements needed for rapid integration with the Core Flight software System (CFS) architecture. The CFS architecture consists of three main components; the core Flight Executive (cFE), the component catalog, and the Integrated Development Environment (DE). This paper will discuss the design of the components, how they facilitate rapid integration, and lessons learned as the architecture is utilized for an upcoming spacecraft.

Wilmot, Jonathan↗

NASA NTRSDate not supplied

Bionutrients-1: Utilizing Genomics and Transcriptomics to Assess the Reliability of Microorganisms for In Situ Nutrient Production on Long Duration Missions

The resupply of current long-duration crewed missions to the ISS relies on ground-launched supplies. As NASA looks toward Mars, ground-based resupply will no longer be an option. Critical nutrients, including vitamin C, vitamin K, folate, and thiamin, degrade during long-term storage, and regular consumption of these nutrients is essential for astronaut health. Another challenge of current food systems is the difficulty of consuming sufficient calories when subsisting on the limited flavors of freeze-dried food, which can lead to weight loss. The inclusion of microorganism-based food systems could alleviate both concerns. For example, the fermentation of rehydrated milk into yogurt with microorganisms genetically incorporating genes to produce critical vitamins would allow for both in situ production of nutrients and a fresh food product with additional flavor profiles. In comparison to plant food production, microorganisms require less flight infrastructure. The BioNutrients-1 mission is demonstrating viability of microbial fermentation food production in microgravity and testing the reliability of this approach for long-duration missions lacking resupply. While the BioNutrients-1 mission includes the collection of multiple phenotypic measurements, this status update will focus on the processing of samples for genomics and transcriptomics analyses as well as the planned analysis pipelines. First, the BioNutrients-1 mission seeks to identify microorganisms capable of surviving long-duration storage at ambient temperatures while maintaining genetic fidelity. To achieve this, nine commonly employed microbial species were stored at ambient temperatures in Stasis Packs on the ISS for five years. The viability and mutation rates will be measured at multiple time points for both flown and ground control samples. From an omics perspective, the changes in the bulk rates of point mutations and genetic rearrangements across the Stasis Pack species during the five years of storage will be determined, providing valuable insights into the potential of these microorganisms for long-duration space missions. Second, the BioNutrients-1 mission is characterizing the impact of microgravity on fermentation. Two strains of the yeast Saccharomyces cerevisiae, each encoding antioxidants (β-carotene or zeaxanthin) were flown to ISS for storage and fermentation within simplified bioreactors (Production Packs). The impact of microgravity on the expression of the antioxidant production genes and general metabolic genes will be determined using RNA sequencing. Ultimately, the transcriptome data will be compared to phenotypic measurements, such as the antioxidant yield, end-state biomass, and the production of EtOH, to determine the impacts of microgravity and long-term storage on microbial fermentation. The findings from this research will be instrumental in understanding the challenges and opportunities of microorganism-based food systems in space missions.

BioNutrients↗

NASA NTRS2017

UAV Inspection of Electrical Transmission Infrastructure with Path Conformance Autonomy and Lidar-Based Geofences NASA Report on UTM Reference Mission Flights at Southern Company Flights November 2016

Flights at low altitudes in close proximity to electrical transmission infrastructure present serious navigational challenges: GPS and radio communication quality is variable and yet tight position control is needed to measure defects while avoiding collisions with ground structures. To advance unmanned aerial vehicle (UAV) navigation technology while accomplishing a task with economic and societal benefit, a high voltage electrical infrastructure inspection reference mission was designed. An integrated air-ground platform was developed for this mission and tested in two days of experimental flights to determine whether navigational augmentation was needed to successfully conduct a controlled inspection experiment. The airborne component of the platform was a multirotor UAV built from commercial off-the-shelf hardware and software, and the ground component was a commercial laptop running open source software. A compact ultraviolet sensor mounted on the UAV can locate 'hot spots' (potential failure points in the electric grid), so long as the UAV flight path adequately samples the airspace near the power grid structures. To improve navigation, the platform was supplemented with two navigation technologies: lidar-to-polyhedron preflight processing for obstacle demarcation and inspection distance planning, and trajectory management software to enforce inspection standoff distance. Both navigation technologies were essential to obtaining useful results from the hot spot sensor in this obstacle-rich, low-altitude airspace. Because the electrical grid extends into crowded airspaces, the UAV position was tracked with NASA unmanned aerial system traffic management (UTM) technology. The following results were obtained: (1) Inspection of high-voltage electrical transmission infrastructure to locate 'hot spots' of ultraviolet emission requires navigation methods that are not broadly available and are not needed at higher altitude flights above ground structures. (2) The sensing capability of a novel airborne UV detector was verified with a standard ground-based instrument. Flights with this sensor showed that UAV measurement operations and recording methods are viable. With improved sensor range, UAVs equipped with compact UV sensors could serve as the detection elements in a self-diagnosing power grid. (3) Simplification of rich lidar maps to polyhedral obstacle maps reduces data volume by orders of magnitude, so that computation with the resultant maps in real time is possible. This enables real-time obstacle avoidance autonomy. Stable navigation may be feasible in the GPS-deprived environment near transmission lines by a UAV that senses ground structures and compares them to these simplified maps. (4) A new, formally verified path conformance software system that runs onboard a UAV was demonstrated in flight for the first time. It successfully maneuvered the aircraft after a sudden lateral perturbation that models a gust of wind, and processed lidar-derived polyhedral obstacle maps in real time. (5) Tracking of the UAV in the national airspace using the NASA UTM technology was a key safety component of this reference mission, since the flights were conducted beneath the landing approach to a heavily used runway. Comparison to autopilot tracking showed that UTM tracking accurately records the UAV position throughout the flight path.

Moore, Andrew J.↗

NASA NTRS2006

NASA Crew Launch Vehicle Approach Builds on Lessons from Past and Present Missions

The United States Vision for Space Exploration, announced in January 2004, outlines the National Aeronautics and Space Administration's (NASA) strategic goals and objectives, including retiring the Space Shuttle and replacing it with a new human-rated system suitable for missions to the Moon and Mars. The Crew Exploration Vehicle (CEV) that the new Crew Launch Vehicle (CLV) lofts into space early next decade will initially ferry astronauts to the International Space Station and be capable of carrying crews back to lunar orbit and of supporting missions to Mars orbit. NASA is using its extensive experience gained from past and ongoing launch vehicle programs to maximize the CLV system design approach, with the objective of reducing total lifecycle costs through operational efficiencies. To provide in-depth data for selecting this follow-on launch vehicle, the Exploration Systems Architecture Study was conducted during the summer of 2005, following the confirmation of the new NASA Administrator. A team of aerospace subject matter experts used technical, budget, and schedule objectives to analyze a number of potential launch systems, with a focus on human rating for exploration missions. The results showed that a variant of the Space Shuttle, utilizing the reusable Solid Rocket Booster as the first stage, along with a new upper stage that uses a derivative of the RS-25 Space Shuttle Main Engine to deliver 25 metric tons to low-Earth orbit, was the best choice to reduce the risks associated with fielding a new system in a timely manner. The CLV Project, managed by the Exploration Launch Office located at NASA's Marshall Space Flight Center, is leading the design, development, testing, and operation of this new human-rated system. The CLV Project works closely with the Space Shuttle Program to transition hardware, infrastructure, and workforce assets to the new launch system . leveraging a wealth of lessons learned from Shuttle operations. The CL V is being designed to reduce costs through a number of methods, ranging from validating requirements to conducting trades studies against the concept design. Innovations such as automated processing will build on lessons learned from the Shuttle, other launch systems, Department of Defense operations experience, and subscale flight tests such as the Delta Clipper-Experimental Advanced (DCXA) vehicle operations that utilized minimal touch labor, automated cryogen ic propellant loading , and an 8-hour turnaround for a cryogenic propulsion system. For the CLV, the results of hazard analyses are contributing to an integrated vehicle health monitoring system that will troubleshoot anomalies and determine which ones can be solved without human intervention. Such advances will help streamline the mission operations process for pilots and ground controllers alike. In fiscal year 2005, NASA invested approximately $4.5 billion of its $16 bill ion budget on the Space Shuttle. The ultimate goal of the CLV Project is to deliver a safe, reliable system designed to minimize lifecycle costs so that NASA's budget can be invested in missions of scientific discovery. Lessons learned from developing the CLV will be applied to the growth path for future systems, including a heavy lift launch vehicle.

Dumbacher, Daniel L.↗

NASA NTRS2016

Design and Development of a 200-kW Turbo-Electric Distributed Propulsion Testbed

The National Aeronautics and Space Administration (NASA) Armstrong Flight Research Center (AFRC) (Edwards, California) is developing a Hybrid-Electric Integrated Systems Testbed (HEIST) Testbed as part of the HEIST Project, to study power management and transition complexities, modular architectures, and flight control laws for turbo-electric distributed propulsion technologies using representative hardware and piloted simulations. Capabilities are being developed to assess the flight readiness of hybrid electric and distributed electric vehicle architectures. Additionally, NASA will leverage experience gained and assets developed from HEIST to assist in flight-test proposal development, flight-test vehicle design, and evaluation of hybrid electric and distributed electric concept vehicles for flight safety. The HEIST test equipment will include three trailers supporting a distributed electric propulsion wing, a battery system and turbogenerator, dynamometers, and supporting power and communication infrastructure, all connected to the AFRC Core simulation. Plans call for 18 high performance electric motors that will be powered by batteries and the turbogenerator, and commanded by a piloted simulation. Flight control algorithms will be developed on the turbo-electric distributed propulsion system.

distributed↗

NASA NTRS2014

NASA Langley Distributed Propulsion VTOL Tilt-Wing Aircraft Testing, Modeling, Simulation, Control, and Flight Test Development

Control of complex Vertical Take-Off and Landing (VTOL) aircraft traversing from hovering to wing born flight mode and back poses notoriously difficult modeling, simulation, control, and flight-testing challenges. This paper provides an overview of the techniques and advances required to develop the GL-10 tilt-wing, tilt-tail, long endurance, VTOL aircraft control system. The GL-10 prototype's unusual and complex configuration requires application of state-of-the-art techniques and some significant advances in wind tunnel infrastructure automation, efficient Design Of Experiments (DOE) tunnel test techniques, modeling, multi-body equations of motion, multi-body actuator models, simulation, control algorithm design, and flight test avionics, testing, and analysis. The following compendium surveys key disciplines required to develop an effective control system for this challenging vehicle in this on-going effort.

Rothhaar, Paul M.↗

NASA NTRSDate not supplied

AAM NC ATI TechTalk - Aerograph Architecture v1

Aerograph is NASA’s data management system for Advanced Air Mobility. Its mission is to support AAM research by providing a reliable and secure system that collects, stores, protects, and shares AAM data. Its vision is to provide a system that AAM research scientists, aerospace engineers, data scientists, and analysts trust for obtaining NC data and performing key analyses. The types of data Aerograph manages involves data related to flight test events, including: Aircraft Performance and Characterization (e.g., position reports) Airspace (e.g., operation intent, waypoints, and constraints) Environment (e.g., surface and wind weather) Infrastructure (e.g., surveillance coverage) Derivative Analytical Artifacts (e.g., glide path performance chart, 3D position chart, Integrated Data Product)

Aerograph↗

NASA NTRS2016

Modeling in the State Flow Environment to Support Launch Vehicle Verification Testing for Mission and Fault Management Algorithms in the NASA Space Launch System

Analysis methods and testing processes are essential activities in the engineering development and verification of the National Aeronautics and Space Administration's (NASA) new Space Launch System (SLS). Central to mission success is reliable verification of the Mission and Fault Management (M&FM) algorithms for the SLS launch vehicle (LV) flight software. This is particularly difficult because M&FM algorithms integrate and operate LV subsystems, which consist of diverse forms of hardware and software themselves, with equally diverse integration from the engineering disciplines of LV subsystems. M&FM operation of SLS requires a changing mix of LV automation. During pre-launch the LV is primarily operated by the Kennedy Space Center (KSC) Ground Systems Development and Operations (GSDO) organization with some LV automation of time-critical functions, and much more autonomous LV operations during ascent that have crucial interactions with the Orion crew capsule, its astronauts, and with mission controllers at the Johnson Space Center. M&FM algorithms must perform all nominal mission commanding via the flight computer to control LV states from pre-launch through disposal and also address failure conditions by initiating autonomous or commanded aborts (crew capsule escape from the failing LV), redundancy management of failing subsystems and components, and safing actions to reduce or prevent threats to ground systems and crew. To address the criticality of the verification testing of these algorithms, the NASA M&FM team has utilized the State Flow environment6 (SFE) with its existing Vehicle Management End-to-End Testbed (VMET) platform which also hosts vendor-supplied physics-based LV subsystem models. The human-derived M&FM algorithms are designed and vetted in Integrated Development Teams composed of design and development disciplines such as Systems Engineering, Flight Software (FSW), Safety and Mission Assurance (S&MA) and major subsystems and vehicle elements such as Main Propulsion Systems (MPS), boosters, avionics, Guidance, Navigation, and Control (GN&C), Thrust Vector Control (TVC), liquid engines, and the astronaut crew office. Since the algorithms are realized using model-based engineering (MBE) methods from a hybrid of the Unified Modeling Language (UML) and Systems Modeling Language (SysML), SFE methods are a natural fit to provide an in depth analysis of the interactive behavior of these algorithms with the SLS LV subsystem models. For this, the M&FM algorithms and the SLS LV subsystem models are modeled using constructs provided by Matlab which also enables modeling of the accompanying interfaces providing greater flexibility for integrated testing and analysis, which helps forecast expected behavior in forward VMET integrated testing activities. In VMET, the M&FM algorithms are prototyped and implemented using the same C++ programming language and similar state machine architectural concepts used by the FSW group. Due to the interactive complexity of the algorithms, VMET testing thus far has verified all the individual M&FM subsystem algorithms with select subsystem vendor models but is steadily progressing to assessing the interactive behavior of these algorithms with LV subsystems, as represented by subsystem models. The novel SFE applications has proven to be useful for quick look analysis into early integrated system behavior and assessment of the M&FM algorithms with the modeled LV subsystems. This early MBE analysis generates vital insight into the integrated system behaviors, algorithm sensitivities, design issues, and has aided in the debugging of the M&FM algorithms well before full testing can begin in more expensive, higher fidelity but more arduous environments such as VMET, FSW testing, and the Systems Integration Lab7 (SIL). SFE has exhibited both expected and unexpected behaviors in nominal and off nominal test cases prior to full VMET testing. In many findings, these behavioral characteristics were used to correct the M&FM algorithms, enable better test coverage, and develop more effective test cases for each of the LV subsystems. This has improved the fidelity of testing and planning for the next generation of M&FM algorithms as the SLS program evolves from non-crewed to crewed flight, impacting subsystem configurations and the M&FM algorithms that control them. SFE analysis has improved robustness and reliability of the M&FM algorithms by revealing implementation errors and documentation inconsistencies. It is also improving planning efficiency for future VMET testing of the M&FM algorithms hosted in the LV flight computers, further reducing risk for the SLS launch infrastructure, the SLS LV, and most importantly the crew.

Trevino, Luis↗

NASA NTRS2004

Modular, Reconfigurable, and Rapid Response Space Systems: The Remote Sensing Advanced Technology Microsatellite

Modular, Reconfigurable, and Rapid-response (MR(sup 2)) space systems represent a paradigm shift in the way space assets of all sizes are designed, manufactured, integrated, tested, and flown. This paper will describe the MR(sup 2) paradigm in detail, and will include guidelines for its implementation. The Remote Sensing Advanced Technology microsatellite (RSAT) is a proposed flight system test-bed used for developing and implementing principles and best practices for MR(sup 2) spacecraft, and their supporting infrastructure. The initial goal of this test-bed application is to produce a lightweight (approx. 100 kg), production-minded, cost-effective, and scalable remote sensing micro-satellite capable of high performance and broad applicability. Such applications range from future distributed space systems, to sensor-webs, and rapid-response satellite systems. Architectures will be explored that strike a balance between modularity and integration while preserving the MR(sup 2) paradigm. Modularity versus integration has always been a point of contention when approaching a design: whereas one-of-a-kind missions may require close integration resulting in performance optimization, multiple and flexible application spacecraft benefit &om modularity, resulting in maximum flexibility. The process of building spacecraft rapidly (< 7 days), requires a concerted and methodical look at system integration and test processes and pitfalls. Although the concept of modularity is not new and was first developed in the 1970s by NASA's Goddard Space Flight Center (Multi-Mission Modular Spacecraft), it was never modernized and was eventually abandoned. Such concepts as the Rapid Spacecraft Development Office (RSDO) became the preferred method for acquiring satellites. Notwithstanding, over the past 30 years technology has advanced considerably, and the time is ripe to reconsider modularity in its own right, as enabler of R(sup 2), and as a key element of transformational systems. The MR2 architecture provides a competitive advantage over the old modular approach in its rapid response to market needs that are difficult to predict both from the perspectives of evolving technology, as well as mission and application requirements.

Esper, Jaime↗

NASA NTRS2006

A Case for Developing a Ground Based Replication of the Earth, Moon and Mars Spaceflight Infrastructure

When the systems are developed and in place to provide the services needed to operate en route and on the Lunar and Martian surfaces, an Earth based replication will need to be in place for the safety and protection of mission success. The replication will entail all aspects of the flight configuration end to end but will not include any closed loop systems. This would replicate the infrastructure from Lunar and Martian robots, manned surface excursions, through man and unmanned terrestrial bases, through the various types of communication systems and technologies, manned and un-manned space vehicles (large and small), to Earth based systems and control centers. An Earth based replicated infrastructure will enable checkout and test of new technologies, hardware, software updates and upgrades and procedures without putting humans and missions at risk. Analysis of events, what ifs and trouble resolution could be played out on the ground to remove as much risk as possible from any type of proposed change to flight operational systems. With adequate detail, it is possible that failures could be predicted with a high probability and action taken to eliminate failures. A major factor in any mission to the Moon and to Mars is the complexity of systems, interfaces, processes, their limitations, associated risks and the factor of the unknown including the development by many contractors and NASA centers. The need to be able to introduce new technologies over the life of the program requires an end to end test bed to analyze and evaluate these technologies and what will happen when they are introduced into the flight system. The ability to analyze system behaviors end to end under varying conditions would enhance safety e.g. fault tolerances. This analysis along with the ability to mine data from the development environment (e.g. test data), flight ops and modeling/simulations data would provide a level of information not currently available to operations and astronauts. In this paper we will analyze the beginnings of such a replication and what it could do in terms of reducing risk in the near term for development. We will analyze the Space Shuttle Main Engine (SSME) test lab which has to a large extent accomplished this replication for the SSME and has been highly successful in analyzing hardware and software problems and changes. The cost of replicating the flight system as proposed here could be very high if attempted as an afterthought. We will describe the initial steps for the development of a replication of this infrastructure starting with the communication infrastructure. The Constellation of Labs (CofL) under the Command, Control, Communication and Information (C3I) project for the NASA Exploration Initiative will provide the initial foundation upon which to base this replication. Simply put, there is very little margin for error in high latency situations e.g. en-route to/from Mars or in an autonomous process on the Lunar far side. Any thought out approach to reduce risk and increase safety needs to be accomplished end to end with the actual systems configuration.

Bradford, Robert N.↗

NASA NTRS1983

The importance of the space station as an element of the total Space System architecture

The paper describes the role of the Space Station in the ensemble of the space-based infrastructure necessary for achieving permanent manned presence in space. The major elements of the architecture are identified, functionally interrelated and discussed in terms of their evolutionary development as an extension of current STS capabilities. It is shown that they require a logical succession of flight R&D experiments and demonstrations using the Space Shuttle and the Space Station as test beds. The paper describes the interrelationships between the Space Station and the various major infrastructure elements and shows that the latter are indispensable for full operational utilization of the former. Only the total ensemble of the architecture provide all the necessary prerequisites for permanent manned presence in space.

Bekey, I.↗

NASA NTRS2017

NASA's Kilopower Reactor Development and the Path to Higher Power Missions

The development of NASAs Kilopower fission reactor is taking large strides toward flight development with several successful tests completed during its technology demonstration trials. The Kilopower reactors are designed to provide 1-10 kW of electrical power to a spacecraft which could be used for additional science instruments as well as the ability to power electric propulsion systems. Power rich nuclear missions have been excluded from NASA proposals because of the lack of radioisotope fuel and the absence of a flight qualified fission system. NASA has partnered with the Department of Energy's National Nuclear Security Administration to develop the Kilopower reactor using existing facilities and infrastructure to determine if the design is ready for flight development. The 3-year Kilopower project started in 2015 with a challenging goal of building and testing a full-scale flight prototypic nuclear reactor by the end of 2017. As the date approaches, the engineering team shares information on the progress of the technology as well as the enabling capabilities it provides for science and human exploration.

Kilopower↗

NASA NTRS2017

NASA's Kilopower Reactor Development and the Path to Higher Power Missions

The development of NASA's Kilopower fission reactor is taking large strides toward flight development with several successful tests completed during its technology demonstration trials. The Kilopower reactors are designed to provide 1-10 kW of electrical power to a spacecraft which could be used for additional science instruments as well as the ability to power electric propulsion systems. Power rich nuclear missions have been excluded from NASA proposals because of the lack of radioisotope fuel and the absence of a flight qualified fission system. NASA has partnered with the Department of Energy's National Nuclear Security Administration to develop the Kilopower reactor using existing facilities and infrastructure to determine if the design is ready for flight development. The 3-year Kilopower project started in 2015 with a challenging goal of building and testing a full-scale flight prototypic nuclear reactor by the end of 2017. As the date approaches, the engineering team shares information on the progress of the technology as well as the enabling capabilities it provides for science and human exploration.

Kilopower↗

NASA NTRS2006

Weather Information Communication (WINCOMM) VDL-3 and 1090ES Final Test Requirements, Test Plans, and Test Results

NASA s Aviation Safety Program was created for the purpose of making a significant reduction in the incidents of weather related aviation accidents by improving situational awareness. The objectives of that program are being met in part through advances in weather sensor technology, and in part through advances in the communications technology that are developed for use in the National Airspace System. It is this latter element, i.e., the improvements in aviation communication technologies, that is the focus of the Weather Information Communications project. This report describes the final flight test results completed under the WINCOMM project at the NASA Glenn Research Center of the 1090 Extended Squitter (1090ES) and VDL Mode 3 (VDL-3) data links as a medium for weather data exchange. It presents the use of 1090ES to meet the program objectives of sending broadcast turbulence information and the use of VDL-3 to send graphical weather images. This report provides the test requirements and test plans, which led to flight tests, as well as final results from flight testing. The reports define the changes made to both avionics and ground-based receivers as well as the ground infrastructure to support implementation of the recommended architecture, with a focus on the issues associated with these changes.

Griner, James H.↗