Results for “conjunction risk mitigation” — Page 3

NASA NTRSDate not supplied

A Historical Overview of International Space Station Extravehicular Activity Meteoroid and Orbital Debris Risk

Nearly 300 spacewalks have been conducted over the last 25 years to help build and maintain the International Space Station (ISS). During the nearly 2,000 hours of extra-vehicular activity (EVA), crew members wear extra-vehicular mobility unit (EMU) “spacesuits” to mitigate hazards of the space environment including impacts from meteoroid and orbital debris (MMOD) particles. NASA includes detailed EMU MMOD risk analyses as part of the ISS EVA review and approval process. This paper provides a general historical overview of the ISS EVA MMOD risks and the associated risk assessment process. The NASA Johnson Space Center (JSC) Hypervelocity Impact Technology (HVIT) Team produces the ISS EVA MMOD risk analyses using the Bumper3 MMOD risk analysis code in conjunction with detailed information about the EVA including crew-member EVA work sites, crew translation paths, suit orientation, and duration. Detailed physical models of the EMU spacesuits and the ISS are included and tailored for each EVA analysis. Two types of MMOD risk are included: (1) Penetration, and (2) Catastrophic. Penetration risk is for any size leak in the EMU suit. Catastrophic risk is a subset of Penetration Risk and only includes penetrations that cause a 4mm diameter hole (or larger) in the inner “bladder” layer of the EMU suit. This size hole will exceed the ability of the EMU suit to compensate. The MMOD risk analyses also utilize the latest orbital debris environment and meteoroid environment models including additional transient factors to account for recent satellite break-ups and annual meteor storms. These additional factors and the associated increase in EVA MMOD risk are considered when scheduling an EVA to reduce EMU MMOD risk.

Dana M. Lear↗

NASA NTRSDate not supplied

A Review of International Space Station Extravehicular Activity Micrometeoroid and Orbital Debris Risk

Nearly 300 spacewalks have been conducted over the last 25 years to support the construction and maintenance of the International Space Station (ISS). During the nearly 2,000 hours of extra-vehicular activity (EVA), crew wore extra-vehicular mobility unit (EMU) “spacesuits” to help mitigate hazards of the space environment including impacts from micrometeoroid and orbital debris (MMOD) particles. The National Aeronautics and Space Administration (NASA) conducts detailed EMU MMOD risk analyses as part of the ISS EVA review and approval process. This paper provides a general historical overview of the ISS EVA MMOD risks and the associated risk assessment process. The NASA Johnson Space Center (JSC) Hypervelocity Impact Technology (HVIT) Team produces the ISS EVA MMOD risk analyses using the Bumper MMOD risk analysis code in conjunction with detailed information about the EVA including crew member EVA work sites, crew translation paths, suit orientation, and durations. Detailed physical models of the EMU spacesuit and the ISS are included and tailored for each EVA analysis. Two types of MMOD risk are included: (1) Penetration, and (2) Catastrophic. Penetration risk is for any size leak in the EMU suit. Catastrophic risk is a subset of Penetration Risk and only includes penetrations that cause a 4mm diameter hole (or larger) in the pressure-maintaining “bladder” layer of the EMU suit. This size hole will exceed the ability of the EMU suit to compensate. The MMOD risk analyses also utilize the latest orbital debris environment and meteoroid environment models including additional transient factors to account for recent satellite break-ups and annual meteor storms. These additional factors and the associated increase in EVA MMOD risk are considered when scheduling EVAs to reduce EMU MMOD risk.

Dana M. Lear↗

NASA NTRSDate not supplied

A Review of International Space Station Extravehicular Activity Micrometeoroid and Orbital Debris Risk

Nearly 300 spacewalks have been conducted over the last 25 years to support the construction and maintenance of the International Space Station (ISS). During the nearly 2,000 hours of extra-vehicular activity (EVA), crew wore extra-vehicular mobility unit (EMU) “spacesuits” to help mitigate hazards of the space environment including impacts from micrometeoroid and orbital debris (MMOD) particles. The National Aeronautics and Space Administration (NASA) conducts detailed EMU MMOD risk analyses as part of the ISS EVA review and approval process. This paper provides a general historical overview of the ISS EVA MMOD risks and the associated risk assessment process. The NASA Johnson Space Center (JSC) Hypervelocity Impact Technology (HVIT) Team produces the ISS EVA MMOD risk analyses using the Bumper MMOD risk analysis code in conjunction with detailed information about the EVA including crew member EVA work sites, crew translation paths, suit orientation, and durations. Detailed physical models of the EMU spacesuit and the ISS are included and tailored for each EVA analysis. Two types of MMOD risk are included: (1) Penetration, and (2) Catastrophic. Penetration risk is for any size leak in the EMU suit. Catastrophic risk is a subset of Penetration Risk and only includes penetrations that cause a 4mm diameter hole (or larger) in the pressure-maintaining “bladder” layer of the EMU suit. This size hole will exceed the ability of the EMU suit to compensate. The MMOD risk analyses also utilize the latest orbital debris environment and meteoroid environment models including additional transient factors to account for recent satellite break-ups and annual meteor storms. These additional factors and the associated increase in EVA MMOD risk are considered when scheduling EVAs to reduce EMU MMOD risk.

Dana M. Lear↗

NASA NTRS2014

Aeroelastic Control of a Segmented Trailing Edge Using Fiber Optic Strain Sensing Technology

Currently, design of aircraft structures incorporate a safety factor which is essentially an over design to mitigate the risk of structure failure during operation. Typically this safety factor is to design the structure to withstand loads much greater than what is expected to be experienced during flight. NASA Dryden Flight Research Centers has developed a Fiber Optic Strain Sensing (FOSS) system which can measure strain values in real-time. The Aeroelastics Lab at the AERO Institute is developing a segmented trailing edged wing with multiple control surfaces that can utilize the data from the FOSS system, in conjunction with an adaptive controller to redistribute the lift across a wing. This redistribution can decrease the amount of strain experienced by the wing as well as be used to dampen vibration and reduce flutter.

aeronautics↗

NASA NTRS2012

Development of Human System Integration at NASA

Human Systems Integration seeks to design systems around the capabilities and limitations of the humans which use and interact with the system, ensuring greater efficiency of use, reduced error rates, and less rework in the design, manufacturing and operational deployment of hardware and software. One of the primary goals of HSI is to get the human factors practitioner involved early in the design process. In doing so, the aim is to reduce future budget costs and resources in redesign and training. By the preliminary design phase of a project nearly 80% of the total cost of the project is locked in. Potential design changes recommended by evaluations past this point will have little effect due to lack of funding or a huge cost in terms of resources to make changes. Three key concepts define an effective HSI program. First, systems are comprised of hardware, software, and the human, all of which operate within an environment. Too often, engineers and developers fail to consider the human capacity or requirements as part of the system. This leads to poor task allocation within the system. To promote ideal task allocation, it is critical that the human element be considered early in system development. Poor design, or designs that do not adequately consider the human component, could negatively affect physical or mental performance, as well as, social behavior. Second, successful HSI depends upon integration and collaboration of all the domains that represent acquisition efforts. Too often, these domains exist as independent disciplines due to the location of expertise within the service structure. Proper implementation of HSI through participation would help to integrate these domains and disciplines to leverage and apply their interdependencies to attain an optimal design. Via this process domain interests can be integrated to perform effective HSI through trade-offs and collaboration. This provides a common basis upon which to make knowledgeable decisions. Finally, HSI must be considered early in the requirements development phase of system design and acquisition. This will provide the best opportunity to maximize return on investment (ROI) and system performance. HSI requirements must be developed in conjunction with capability ]based requirements generation through functional. HSI requirements will drive HSI metrics and embed HSI issues within the system design. After a system is designed, implementation of HSI oversights can be very expensive. An HSI program should be included as an integral part of a total system approach to vehicle and habitat development. This would include, but not limited to, workstation design, D&C development, volumetric analysis, training, operations, and human -robotic interaction. HSI is a necessary process for Human Space Flight programs to meet the Agency Human ]System standards and thus mitigate human risks to acceptable levels. NASA has been involved in HSI planning, procedures development, process, and implementation for many years, and has been building several internal and publicly accessible products to facilitate HSI fs inclusion in the NASA Systems Engineering Lifecycle. Some of these products include: NASA STD 3001 Volumes 1 and 2, Human Integration Design Handbook, NASA HSI Implementation Plan, NASA HSI Implementation Plan Templates, NASA HSI Implementation Handbook, and a 2 ]hour short course on HSI delivered as part of the NASA Space and Life Sciences Directorate Academy. These products have been created leveraging industry best practices and lessons learned from other Federal Government agencies.

Whitmore, Mihriban↗

NASA NTRS2008

Cassini Information Management System in Distributed Operations Collaboration and Cassini Science Planning

Launched on October 15, 1997, the Cassini-Huygens spacecraft began its ambitious journey to the Saturnian system with a complex suite of 12 scientific instruments, and another 6 instruments aboard the European Space Agencies Huygens Probe. Over the next 6 1/2 years, Cassini would continue its relatively simplistic cruise phase operations, flying past Venus, Earth, and Jupiter. However, following Saturn Orbit Insertion (SOI), Cassini would become involved in a complex series of tasks that required detailed resource management, distributed operations collaboration, and a data base for capturing science objectives. Collectively, these needs were met through a web-based software tool designed to help with the Cassini uplink process and ultimately used to generate more robust sequences for spacecraft operations. In 2001, in conjunction with the Southwest Research Institute (SwRI) and later Venustar Software and Engineering Inc., the Cassini Information Management System (CIMS) was released which enabled the Cassini spacecraft and science planning teams to perform complex information management and team collaboration between scientists and engineers in 17 countries. Originally tailored to help manage the science planning uplink process, CIMS has been actively evolving since its inception to meet the changing and growing needs of the Cassini uplink team and effectively reduce mission risk through a series of resource management validation algorithms. These algorithms have been implemented in the web-based software tool to identify potential sequence conflicts early in the science planning process. CIMS mitigates these sequence conflicts through identification of timing incongruities, pointing inconsistencies, flight rule violations, data volume issues, and by assisting in Deep Space Network (DSN) coverage analysis. In preparation for extended mission operations, CIMS has also evolved further to assist in the planning and coordination of the dual playback redundancy of highvalue data from targets such as Titan and Enceladus. This paper will outline the critical role that CIMS has played for Cassini in the distributed ops paradigm throughout operations. This paper will also examine the evolution that CIMS has undergone in the face of new science discoveries and fluctuating operational needs. And finally, this paper will conclude with theoretical adaptation of CIMS for other projects and the potential savings in cost and risk reduction that could potentially be tapped into by future missions.

Equils, Douglas J.↗

NASA NTRSDate not supplied

Automating Maneuvers: Considerations for Collision Avoidance

As more space operators implement large constellations of spacecraft, automating orbit maintenance maneuvers becomes a key feature of their operations concept to ensure that the workload is manageable. However, the practice of performing a maneuver without sharing the plan with other nearby spacecraft causes a risk that two spacecraft will collide, not only destroying the spacecraft involved, but creating debris that will affect all other spacecraft using that orbit regime. In order to share the maneuver plan, a predicted ephemeris file containing the maneuver must be sent to a central authority to screen against predicted trajectories of all other on-orbit objects to determine where and when close approaches will occur that may need to be mitigated. Currently the screening authority used by US operators is the 19th Space Defense Squadron; screenings are performed once every 8 hours, meaning that spacecraft using automated maneuvering need to allow 16 hours to share their maneuver plan via the screening process in advance of maneuver execution in case one screening is missed and the next needs to be used. In an effort to speed up the screening process to benefit spacecraft using automated maneuvering, a prototype system for performing near-real-time screenings has been developed in support of the NASA Starling mission, a constellation of four cubesats that fly at the same altitude as the SpaceX Starlink constellation. Both of these constellations perform automated maneuvering, so without screening the planned maneuvers before execution, the two constellations would risk a collision. This paper describes the traditional conjunction assessment (CA) process, the prototype real-time CA screening capability, plans for the experiment to test the prototype, and next steps.

conjunction assessment↗

NASA NTRSDate not supplied

Automating Maneuvers: Considerations for Collision Avoidance

As more space operators implement large constellations of spacecraft, automating orbit maintenance maneuvers becomes a key feature of their operations concept to ensure that the workload is manageable. However, the practice of performing a maneuver without sharing the plan with other nearby spacecraft causes a risk that two spacecraft will collide, not only destroying the spacecraft involved, but creating debris that will affect all other spacecraft using that orbit regime. In order to share the maneuver plan, a predicted ephemeris file containing the maneuver must be sent to a central authority to screen against predicted trajectories of all other on-orbit objects to determine where and when close approaches will occur that may need to be mitigated. Currently the screening authority used by US operators is the 19th Space Defense Squadron; screenings are performed once every 8 hours, meaning that spacecraft using automated maneuvering need to allow 16 hours to share their maneuver plan via the screening process in advance of maneuver execution in case one screening is missed and the next needs to be used. In an effort to speed up the screening process to benefit spacecraft using automated maneuvering, a prototype system for performing near-real-time screenings has been developed in support of the NASA Starling mission, a constellation of four cubesats that fly at the same altitude as the SpaceX Starlink constellation. Both of these constellations perform automated maneuvering, so without screening the planned maneuvers before execution, the two constellations would risk a collision. This paper describes the traditional conjunction assessment (CA) process, the prototype real-time CA screening capability, plans for the experiment to test the prototype, and next steps.

conjunction assessment↗

NASA NTRS2016

The Impact of New Trends in Satellite Launches on Orbital Debris Environment

The main goal of this study is to examine the impact of new trends in satellite launch activities on the orbital debris environment and collision risk. Starting from the launch of the first artificial satellite in 1957, space borne technology has become an indispensable part of our lives. More than 6,000 satellites have been launched into Earth orbit. Though the annual number of satellites launched stayed flat for many decades, the trend has recently changed. The satellite market has been undergoing a major evolution with new space companies replacing the traditional approach of deploying a few large, complex and costly satellites with an approach to use a multitude of smaller, less complex and cheaper satellites. This new approach creates a sharp increase in the number of satellites and so the historic trends are no longer representative. As a foundation for this study, a scenario for satellite deployments based on the publicly announced future satellite missions has been developed. These constellation-deploying companies include, but are not limited to, Blacksky, CICERO, EROS, Landmapper, Leosat, Northstar, O3b, OmniEarth, OneWeb, Orbcomm, OuterNet, PlanetIQ, Planet Labs, Radarsat, RapidEye Next Generation, Sentinel, Skybox, SpaceX, and Spire. Information such as the annual number of launches, the number of orbital planes to be used by the constellation, as well as apogee, perigee, inclination, spacecraft mass and area were included or approximated. Besides the production of satellites, a widespread ongoing effort to enhance orbital injection capabilities will allow delivery of more spacecraft more accurately into Earth orbits. A long list of companies such as Microcosm, Rocket Lab, Firefly Space Systems, Sierra Nevada Corporation and Arca Space Corporation are developing new launch vehicles dedicated for small satellites. There are other projects which intend to develop interstages with propulsive capabilities which will allow the deployment of satellites into their desired orbits beyond the restrictions of the launch vehicle used. These near future orbital injection technologies are also covered in the developed scenario. Using the above-mentioned background information, this study aims to examine how the orbital debris environment will be affected from the new dynamics of the emerging space markets. We developed a simulation tool that is capable of propagating the objects in a given deployment scenario with variable-sized time-steps as small as one second. Over the course of the run, the software also detects collisions; additional debris objects are then created according to the NASA breakup model and are fed back into the simulation framework. Examining the simulation results, the total number of particles to accumulate in different orbits can be monitored and the number of conjunctions can be tracked to assess the collision risks. The simulation makes it possible to follow the short- and long-term effects of a particular satellite or constellation on the space environment. Likewise, the effects of changes in the debris environment on a particular satellite or constellation can be evaluated. It is authors hope that the results of this paper and further utilization of the developed simulation tool will assist in the investigation of more accurate deorbiting metrics to replace the generic 25-year disposal guidelines, as well as to guide future launches toward more sustainable and safe orbits.

New Space↗

NASA NTRS2020

Mars Ascent Vehicle Solid Propulsion Configuration

As part of a Mars Sample Return (MSR) campaign, two Mars Ascent Vehicle (MAV) configurations have been designed in parallel. Each ascent vehicle configuration has a different propulsion system, which ultimately leads to two unique vehicle designs. As part of a Preliminary Architecture Assessment (PAA), these vehicle designs were developed to the same level of maturity in order to inform the selection of one of the vehicles as the point of departure design for the campaign. The selection will be made in November 2019. Although the initial MSR architecture called for a hybrid-based propulsion MAV featuring solid wax fuel with liquid oxidizer, a configuration using more traditional solid propulsion was developed as an additional risk mitigation option. Though lacking in the single stage to orbit (SSTO) and throttle flexibility of a hybrid configuration, a solid configuration vehicle allows a simpler design with significantly longer flight heritage and higher Technology Readiness Level (TRL). This paper describes the design of the solid propulsion configuration. An additional paper will be published describing the design of the hybrid propulsion configuration. The solid propulsion configuration MAV was developed in 2019 by NASA Marshall Space Flight Center (MSFC) in association with NASA Jet Propulsion Laboratory (JPL). It features two stages with a modified STAR-17 motor for the second stage and a traditional electromechanical actuator Thrust Vector Controller (TVC). The vehicle was designed to deliver approximately 0.47kg of Martian geological samples to a circular orbit at Mars of 343km at a 25° inclination. Although solid motor designs in general are at a relatively high TRL, the integrated vehicle subsystems that operate in conjunction with these propulsion elements do not typically operate in a Martian environment, which in this application can get as cold as -40°C. The PAA advanced the maturity of these subsystems by performing detailed design and analysis on the vehicle with respect to structures and mechanisms, Guidance/Navigation/Control (GNC) systems, avionics, Reaction Control System (RCS), TVC, thermal environments, and advanced Computational Fluid Dynamics (CFD). This paper will summarize the results of these studies.

Yaghoubi, Darius↗

NASA NTRS2020

Mars Ascent Vehicle Solid Propulsion Configuration

As part of a Mars Sample Return (MSR) campaign, two Mars Ascent Vehicle (MAV) configurations have been designed in parallel. Each ascent vehicle configuration has a different propulsion system, which ultimately leads to two unique vehicle designs. As part of a Preliminary Architecture Assessment (PAA), these vehicle designs were developed to the same level of maturity in order to inform the selection of one of the vehicles as the point of departure design for the campaign. The selection will be made in November 2019. Although the initial MSR architecture called for a hybrid-based propulsion MAV featuring solid wax fuel with liquid oxidizer, a configuration using more traditional solid propulsion was developed as an additional risk mitigation option. Though lacking in the single stage to orbit (SSTO) and throttle flexibility of a hybrid configuration, a solid configuration vehicle allows a simpler design with significantly longer flight heritage and higher Technology Readiness Level (TRL). This paper describes the design of the solid propulsion configuration. An additional paper will be published describing the design of the hybrid propulsion configuration. The solid propulsion configuration MAV was developed in 2019 by NASA Marshall Space Flight Center (MSFC) in association with NASA Jet Propulsion Laboratory (JPL). It features two stages with a modified STAR-17 motor for the second stage and a traditional electromechanical actuator Thrust Vector Controller (TVC). The vehicle was designed to deliver approximately 0.47kg of Martian geological samples to a circular orbit at Mars of 343km at a 25° inclination. Although solid motor designs in general are at a relatively high TRL, the integrated vehicle subsystems that operate in conjunction with these propulsion elements do not typically operate in a Martian environment, which in this application can get as cold as -40°C. The PAA advanced the maturity of these subsystems by performing detailed design and analysis on the vehicle with respect to structures and mechanisms, Guidance/Navigation/Control (GNC) systems, avionics, Reaction Control System (RCS), TVC, thermal environments, and advanced Computational Fluid Dynamics (CFD). This paper will summarize the results of these studies.

Yaghoubi, Darius↗

NASA NTRS2007

Designing for Our Future in Space

Over the past several years, the disciplines of architecture and human factors have been increasingly recognized as specialties that have focused upon "human-centered design" in the development of spacecraft and surface habitats. These specialties have been instrumental in the conceptual design of overall spacecraft configurations and layouts, as well as habitability outfitting hardware, such as the galley, hygiene facility, sleep quarters, or the layout of displays and controls. From the human-centered perspective, this approach to design assists in the mitigation of risk when designing for an extreme environment such as space. It takes into account the human s physical and cognitive capabilities and limitations, the human s performance in the context of human space flight, the human s interaction with machines that are both physically and cognitively complex, the activities required of the human to accomplish the goals of missions, and the use of design practices that promote products to enable human activity. It is this latter aspect - the use of design practices that promote products to enable human activity - that is the focus of the approach used by the Rhode Island School of Design (RISD) in collaboration with the Habitability and Human Factors Branch (HHFB) at the NASA Johnson Space Center (JSC). During the past few years, there has been a growing recognition of the value added by utilizing industrial designers to further the conceptual development of space hardware, that when used in conjunction with architecture and human factors, provides a robust solution to the design challenge. The "Design for Extreme Environments" Studio at RISD has taken suggested design topics from the NASA JSC HHFB and asked the students to investigate solutions to these challenges. The topics have demanded that the student pay particular attention to a variety of aspects of the space environment and understand how the human responds to each. The student must then adapt the design to these responses. The studio environment has been one way to introduce these challenges, but providing for an "in-residence" opportunity at JSC has given the students a broader vision and set of experiences. The accompanying presentation highlights the studio as well as in-residence work that has been accomplished.

Connolly, Janis↗

NASA NTRS2006

RS-25 for the NASA Crew Launch Vehicle: The Evolution of SSME for Space Exploration

As a first step towards the fulfillment of the National Vision for Space Exploration, NASA has begun development of the Crew Launch Vehicle (CLV). The CLV will act, in conjunction with the Crew Exploration Vehicle, as the next generation human launch system to first support missions to the International Space Station (ISS), then later to support the lunar return missions, and then after that to exploration missions to Mars and beyond. The CLV is a two-stage launch vehicle with the first stage based upon the Space Shuttle solid rocket booster. The newly designed, expendable second stage is powered by a single RS-25 liquid hydrogen/liquid oxygen rocket engine. The RS-25 is essentially the Space Shuttle Main Engine (SSME) evolved for a new mission, new environments, and new conditions. The CLV Upper-Stage Engine (USE) office has been established to develop the RS-25 in support of the CLV Project. This paper presents an outline and discussion of the risks associated with this endeavor of transforming the SSME into the upper-stage, altitude-start RS-25 and the plans being undertaken to understand and mitigate these risks. In addition, to meet the long-term requirements of the CLV launch manifest, it will be necessary to redevelop the RS-25, with its long history as the reusable SSME for the Space Shuttle Program, as an expendable engine. While the first flights of CLV will be using heritage SSME hardware, beyond that a new version of RS-25 as an expendable engine is being pursued by the CLV USE element. The goals of this work include the need to make the hardware more producible while maintaining the inherent and inherited reliability of the basic design. This paper will also discuss the risks and present the plans for developing both this next generation version of the RS-25 and for developing the manufacturing capacity necessary to support the CLV Project.

Kynard, Michael H.↗

NASA NTRS2014

Synthesis of 3-D Coronal-Solar Wind Energetic Particle Acceleration Modules

Acute space radiation hazards pose one of the most serious risks to future human and robotic exploration. Large solar energetic particle (SEP) events are dangerous to astronauts and equipment. The ability to predict when and where large SEPs will occur is necessary in order to mitigate their hazards. The Coronal-Solar Wind Energetic Particle Acceleration (C-SWEPA) modeling effort in the NASANSF Space Weather Modeling Collaborative [Schunk, 2014] combines two successful Living With a Star (LWS) (http:lws.gsfc.nasa.gov) strategic capabilities: the Earth-Moon-Mars Radiation Environment Modules (EMMREM)[Schwadron et al., 2010] that describe energetic particles and their effects, with the Next Generation Model forthe Corona and Solar Wind developed by the Predictive Science, Inc. (PSI) group. The goal of the C-WEPA effort is to develop a coupled model that describes the conditions of the corona, solar wind, coronal mass ejections (CMEs) and associated shocks, particle acceleration, and propagation via physics-based modules. Assessing the threat of SEPs is a difficult problem. The largest SEPs typically arise in conjunction with X classflares and very fast (1000 kms) CMEs. These events are usually associated with complex sunspot groups(also known as active regions) that harbor strong, stressed magnetic fields. Highly energetic protonsgenerated in these events travel near the speed of light and can arrive at Earth minutes after the eruptiveevent. The generation of these particles is, in turn, believed to be primarily associated with the shock waveformed very low in the corona by the passage of the CME (injection of particles fromthe flare sitemay also playa role). Whether these particles actually reach Earth (or any other point) depends on their transport in theinterplanetary magnetic field and their magnetic connection to the shock.

exploration↗

NASA NTRS2005

Heat Transfer and Thermal Stability Research for Advanced Hydrocarbon Fuel Technologies

In recent years there has been increased interest in the development of a new generation of high performance boost rocket engines. These efforts, which will represent a substantial advancement in boost engine technology over that developed for the Space Shuttle Main Engines in the early 1970s, are being pursued both at NASA and the United States Air Force. NASA, under its Space Launch Initiative s Next Generation Launch Technology Program, is investigating the feasibility of developing a highly reliable, long-life, liquid oxygen/kerosene (RP-1) rocket engine for launch vehicles. One of the top technical risks to any engine program employing hydrocarbon fuels is the potential for fuel thermal stability and material compatibility problems to occur under the high-pressure, high-temperature conditions required for regenerative fuel cooling of the engine combustion chamber and nozzle. Decreased heat transfer due to carbon deposits forming on wetted fuel components, corrosion of materials common in engine construction (copper based alloys), and corrosion induced pressure drop increases have all been observed in laboratory tests simulating rocket engine cooling channels. To mitigate these risks, the knowledge of how these fuels behave in high temperature environments must be obtained. Currently, due to the complexity of the physical and chemical process occurring, the only way to accomplish this is empirically. Heated tube testing is a well-established method of experimentally determining the thermal stability and heat transfer characteristics of hydrocarbon fuels. The popularity of this method stems from the low cost incurred in testing when compared to hot fire engine tests, the ability to have greater control over experimental conditions, and the accessibility of the test section, facilitating easy instrumentation. These benefits make heated tube testing the best alternative to hot fire engine testing for thermal stability and heat transfer research. This investigation used the Heated Tube Facility at the NASA Glenn Research Center to perform a thermal stability and heat transfer characterization of RP-1 in an environment simulating that of a high chamber pressure, regenerative cooled rocket engine. The first step in the research was to investigate the carbon deposition process of previous heated tube experiments by performing scanning electron microscopic analysis in conjunction with energy dispersive spectroscopy on the tube sections. This analysis gave insight into the carbon deposition process and the effect that test conditions played in the formation of deleterious coke. Furthermore, several different formations were observed and noted. One other crucial finding of this investigation was that in sulfur containing hydrocarbon fuels, the interaction of the sulfur components with copper based wall materials presented a significant corrosion problem. This problem in many cases was more life limiting than those posed by the carbon deposition process. The results of this microscopic analysis was detailed and presented at the December 2003 JANNAF Air-Breathing Propulsion Meeting as a Materials Compatibility and Thermal Stability Analysis of common Hydrocarbon Fuels (reference 1).

DeWitt, Kenneth↗

NASA NTRSDate not supplied

Global Carbon Consumption Database for Wildland Fire

Fire plays a significant role on both national and global scales, profoundly impacting landscapes shaped by human activity as well as those left wild. Even though fire can be devastating, wildland fire is a natural and integral force on our landscapes. Fires can also serve to reduce fuels to mitigate wildfire risk and maintain healthy ecosystem functions. However, the smoke produced by fires, regardless of their size or purpose, can pose adverse effects on human health when inhaled downwind. Understanding the influence of smoke on air quality and human well-being necessitates the quantification of emissions that fires release into the atmosphere. In response to this need, we have established a comprehensive global consumption database directly linked to distinct fuels within various fire danger categories. This database, featuring a spatial resolution of approximately 300 meters, builds upon the foundations of the Pettinari, M. Lucrecia (2015) Global Fuelbed database, a global fuel map with standardized Fuel Characteristic Classification System (FCCS) biomass parameters. Consumption is broken down into five Fire Danger categories (Low, Moderate, High, Very High, Extreme), for both ‘new’ and ‘residual’ burning scenarios. We define ‘residual burned area’ as area burning in a region that has burned on a previous day for the same fire season, and ‘new burned area’ as area burning in a region that has not recently burned. This product serves as a valuable tool when used in conjunction with burned area data to rapidly estimate the carbon consumed and released into the atmosphere. Previously, we developed a similar emissions method utilizing satellite information, in conjunction with the FCCS 30-meter United States fuelbed dataset. We implemented this approach on fires, documented during the 2019 Fire Influence on Regional to Global Environments and Air Quality (FIREX-AQ) campaign to estimate daily carbon emissions. Our emissions estimates were rigorously compared against in-situ measurements of CO2, CO, and black carbon aerosols, revealing a robust agreement between the two datasets.

Emily Gargulinski↗

NASA NTRS2015

Implementation of an Open-Scenario, Long-Term Space Debris Simulation Approach

This paper provides a status update on the implementation of a flexible, long-term space debris simulation approach. The motivation is to build a tool that can assess the long-term impact of various options for debris-remediation, including the LightForce space debris collision avoidance concept that diverts objects using photon pressure [9]. State-of-the-art simulation approaches that assess the long-term development of the debris environment use either completely statistical approaches, or they rely on large time steps on the order of several days if they simulate the positions of single objects over time. They cannot be easily adapted to investigate the impact of specific collision avoidance schemes or de-orbit schemes, because the efficiency of a collision avoidance maneuver can depend on various input parameters, including ground station positions and orbital and physical parameters of the objects involved in close encounters (conjunctions). Furthermore, maneuvers take place on timescales much smaller than days. For example, LightForce only changes the orbit of a certain object (aiming to reduce the probability of collision), but it does not remove entire objects or groups of objects. In the same sense, it is also not straightforward to compare specific de-orbit methods in regard to potential collision risks during a de-orbit maneuver. To gain flexibility in assessing interactions with objects, we implement a simulation that includes every tracked space object in Low Earth Orbit (LEO) and propagates all objects with high precision and variable time-steps as small as one second. It allows the assessment of the (potential) impact of physical or orbital changes to any object. The final goal is to employ a Monte Carlo approach to assess the debris evolution during the simulation time-frame of 100 years and to compare a baseline scenario to debris remediation scenarios or other scenarios of interest. To populate the initial simulation, we use the entire space-track object catalog in LEO. We then use a high precision propagator to propagate all objects over the entire simulation duration. If collisions are detected, the appropriate number of debris objects are created and inserted into the simulation framework. Depending on the scenario, further objects, e.g. due to new launches, can be added. At the end of the simulation, the total number of objects above a cut-off size and the number of detected collisions provide benchmark parameters for the comparison between scenarios. The simulation approach is computationally intensive as it involves tens of thousands of objects; hence we use a highly parallel approach employing up to a thousand cores on the NASA Pleiades supercomputer for a single run. This paper describes our simulation approach, the status of its implementation, the approach to developing scenarios and examples of first test runs.

laser↗

NASA NTRSDate not supplied

CONUS and Global Carbon Consumption Database for Wildland Fire

Fire plays a significant role on both national and global scales, profoundly impacting landscapes shaped by human activity as well as wildlands. Even though fire can be devastating, wildland fire is a natural and integral force on our landscapes. Fires can also serve to reduce fuels to mitigate wildfire risk and maintain healthy ecosystem functions. However, the smoke produced by fires, regardless of their size or purpose, can pose adverse effects on human health when inhaled downwind. Understanding the influence of smoke on air quality and human well-being necessitates the quantification of emissions that fires release into the atmosphere. In response to this need, we have developed a carbon consumption database for the Continental United States (CONUS) and are developing a global carbon consumption database, both of which are directly link to distinct fuels within various fire danger categories. Fuel Characteristic Classification System (FCCS) fuels are used to parameterize biomass, and consumption is broken down into five Fire Danger categories (Low, Moderate, High, Very High, Extreme), for both ‘new’ and ‘residual’ burning scenarios. Residual burned area is defined as burning in areas that have recently burned. We implemented the FCCS 30-meter CONUS fuelbed dataset during the 2019 Fire Influence on Regional to Global Environments and Air Quality (FIREX-AQ) campaign to estimate daily carbon emissions. Our emissions estimates were rigorously compared against in-situ measurements of CO2, CO, and black carbon aerosols, revealing a robust agreement between the two datasets. The 300-meter global database builds upon the foundations of the Pettinari, M. Lucrecia (2015) Global Fuelbed database, a global fuel map with standardized FCCS biomass parameters. These products can serve as valuable tools when used in conjunction with burned area data to rapidly and accurately estimate carbon consumed and released into the atmosphere.

FCCS↗