Search NASA⌕ Search

SEARCH · Search NASA

Results for “dynamic assurance case”

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 55 records · Page 3

A Framework for Dynamic Architecture and Functional Allocations for Increasing Airspace Autonomy

To enable scalability of air travel for use cases such as cargo delivery, it is anticipated that future air traffic operations will involve unmanned aircraft operated by remote pilots. Of particular interest are schemes where a small number of pilots operate a large number of vehicles, mitigating high cost and pilot shortage issues. Such architectures require increased levels of automation and supervisory control modes. They also require ensuring safe operations when the command and control link to the vehicle is degraded or lost completely, rendering the vehicle autonomous. To evaluate these variable and dynamic architectures, this paper will present a framework for decomposing the functions necessary to ensure safe, orderly, and expeditious air travel, assessing the agents in the system, and classifying the levels of autonomy. Then, an example allocation to agents of roles for the function of separation assurance is presented, highlighting the dependency of the allocation on three main factors: time criticality of a potential separation violation, the ratio of pilots to vehicles, and the loss of the command and control link.

air traffic management, function allocation, auton↗

A Framework for Dynamic Architecture and Functional Allocations for Increasing Airspace Autonomy

To enable scalability of air travel for use cases such as cargo delivery, it is anticipated that future air traffic operations will involve unmanned aircraft operated by remote pilots. Of particular interest are schemes where a small number of pilots operate a large number of vehicles, mitigating high cost and pilot shortage issues. Such architectures require increased levels of automation and supervisory control modes. They also require ensuring safe operations when the command and control link to the vehicle is degraded or lost completely, rendering the vehicle autonomous. To evaluate these variable and dynamic architectures, this paper will present a framework for decomposing the functions necessary to ensure safe, orderly, and expeditious air travel, assessing the agents in the system, and classifying the levels of autonomy. Then, an example allocation to agents of roles for the function of separation assurance is presented, highlighting the dependency of the allocation on three main factors; time criticality of a potential separation violation, the ratio of pilots to vehicles, and the loss of the command and control link.

air traffic management↗

An Automated Method for Identifying Inconsistencies within Diagrammatic Software Requirements Specifications

The development of large-scale, composite software in a geographically distributed environment is an evolutionary process. Often, in such evolving systems, striving for consistency is complicated by many factors, because development participants have various locations, skills, responsibilities, roles, opinions, languages, terminology and different degrees of abstraction they employ. This naturally leads to many partial specifications or viewpoints. These multiple views on the system being developed usually overlap. From another aspect, these multiple views give rise to the potential for inconsistency. Existing CASE tools do not efficiently manage inconsistencies in distributed development environment for a large-scale project. Based on the ViewPoints framework the WHERE (Web-Based Hypertext Environment for requirements Evolution) toolkit aims to tackle inconsistency management issues within geographically distributed software development projects. Consequently, WHERE project helps make more robust software and support software assurance process. The long term goal of WHERE tools aims to the inconsistency analysis and management in requirements specifications. A framework based on Graph Grammar theory and TCMJAVA toolkit is proposed to detect inconsistencies among viewpoints. This systematic approach uses three basic operations (UNION, DIFFERENCE, INTERSECTION) to study the static behaviors of graphic and tabular notations. From these operations, subgraphs Query, Selection, Merge, Replacement operations can be derived. This approach uses graph PRODUCTIONS (rewriting rules) to study the dynamic transformations of graphs. We discuss the feasibility of implementation these operations. Also, We present the process of porting original TCM (Toolkit for Conceptual Modeling) project from C++ to Java programming language in this thesis. A scenario based on NASA International Space Station Specification is discussed to show the applicability of our approach. Finally, conclusion and future work about inconsistency management issues in WHERE project will be summarized.

Zhang, Zhong↗

An Open-Source Virtual Testbed for a Real Net-Zero Energy Community

Net zero energy communities (NZECs) are critical to ensure sustainability and resilience of modernized power systems. System modeling helps overcome technical challenges in designing and operating NZECs. In this paper, we present the modeling work based on a real NZEC. Two sets of models are developed: higher-fidelity physics-based models considering the interaction between subsystems of the studied NZEC and capturing fast-dynamics; and lower-fidelity data-driven models requiring less resource to establish and/or run. All models are validated against measurements from this real NZEC. In addition, we create a simulation framework which streamlines the processes for simulation and thus allows using developed models to form a virtual testbed. To demonstrate the usage of the virtual testbed, a case study is conducted where a building-to-grid integration control is evaluated via simulation. The evaluation results suggest that the tested control significantly smooths the power draw of the studied community and doesn’t sacrifice the thermal comfort to a great extent.

Huang, Sen↗

Teamwork in the Terminal Area: Organizational Issues and Solutions

Dynamic growth and technology advances in commercial aviation have turned the terminal area into a complex, multi-organization workplace which requires the smooth coordination of many operational teams. In addition to pilots, cabin crew, air traffic controllers, and dispatch (who nominally work together throughout a flight), surface operations additionally involve local, ground and ramp controllers, ramp agents, maintenance, dozens of service contractors, and any number of teams who are responsible for airport operations. Under abnormal or emergency conditions, even more teams become actively involved. In order to accommodate growth and to meet productivity and safety challenges, numerous changes are being made in surface operations. Unfortunately, it is often the case that changes in technologies, organizational roles, procedures, and training are developed and implemented in isolated and piecemeal fashion without regard to cross organizational impact. Thus, there is a need for evaluation methodologies which assure integrated system safety for all organizations. Such methodologies should aid the understanding of how organizations work together and how changes in one domain affects the next. In this study, we develop one approach toward addressing these organizational issues. Examples of surface operations in abnormal situations are examined in regard to their impact on personnel in the terminal area. Timelines are given for the responses to incidents, along with the necessary communication links, the specific roles that members of terminal teams have, and any overlapping responsibilities. Suggestions to improve cross-operational teamwork are given. Methods of graphic representation are explored, both in regards to human links and access to information. The outcome of such an approach should enhance the understanding which is critical for resolving organizational conflicts and maximizing system effectiveness.

Parke, Bonny K.↗

Architectural Analysis of Complex Evolving Systems of Systems

The goal of this collaborative project between FC-MD, APL, and GSFC and supported by NASA IV&V Software Assurance Research Program (SARP), was to develop a tool, Dynamic SAVE, or Dyn-SAVE for short, for analyzing architectures of systems of systems. The project team was comprised of the principal investigator (PI) from FC-MD and four other FC-MD scientists (part time) and several FC-MD students (full time), as well as, two APL software architects (part time), and one NASA POC (part time). The PI and FC-MD scientists together with APL architects were responsible for requirements analysis, and for applying and evaluating the Dyn-SAVE tool and method. The PI and a group of FC-MD scientists were responsible for improving the method and conducting outreach activities, while another group of FC-MD scientists were responsible for development and improvement of the tool. Oversight and reporting was conducted by the PI and NASA POC. The project team produced many results including several prototypes of the Dyn-SAVE tool and method, several case studies documenting how the tool and method was applied to APL s software systems, and several published papers in highly respected conferences and journals. Dyn-SAVE as developed and enhanced throughout this research period, is a software tool intended for software developers and architects, software integration testers, and persons who need to analyze software systems from the point of view of how it communicates with other systems. Using the tool, the user specifies the planned communication behavior of the system modeled as a sequence diagram. The user then captures and imports the actual communication behavior of the system, which is then converted and visualized as a sequence diagram by Dyn-SAVE. After mapping the planned to the actual and specifying parameter and timing constraints, Dyn-SAVE detects and highlights deviations between the planned and the actual behavior. Requirements based on the need to analyze two inter-system communication protocols that are representative of protocols used in the Aerospace industry have been specified. The protocols are related: APL s Common Ground System (CGS) as used in the MErcury Surface, Space ENvironment, GEochemistry, and Ranging (MESSENGER) and the Radiation Belt Space Probes (RBSP) missions. The analyzed communications were implementations of the Telemetry protocol and the CCSDS File Delivery Protocol (CFDP) protocol. Based on these requirements, three prototypes of Dyn-SAVE were developed and applied to these protocols. The application of Dyn-SAVE to these protocols resulted in the detection of several issues. Dyn-SAVE was also applied to several Testbeds that have previously been used for experimentation earlier on this project, as well as, to other protocols and logs for testing its broader applicability. For example, Dyn-SAVE was used to analyze 1) the communication pattern between a web browser and a web server, 2) the system log of a computer in order to detect offnominal computer shut-down behavior, and 3) the actual test cases of NASA Goddard s Core Flight System (CFS) and automatically generated test cases in order to determine the overlap between the two sets of test cases. In all cases, Dyn-SAVE assisted in providing insightful conclusions about each of the cases identified above.

Lindvall, Mikael↗

Integration of Weather Avoidance and Traffic Separation

This paper describes a dynamic convective weather avoidance concept that compensates for weather motion uncertainties; the integration of this weather avoidance concept into a prototype 4-D trajectory-based Airborne Separation Assurance System (ASAS) application; and test results from a batch (non-piloted) simulation of the integrated application with high traffic densities and a dynamic convective weather model. The weather model can simulate a number of pseudo-random hazardous weather patterns, such as slow- or fast-moving cells and opening or closing weather gaps, and also allows for modeling of onboard weather radar limitations in range and azimuth. The weather avoidance concept employs nested "core" and "avoid" polygons around convective weather cells, and the simulations assess the effectiveness of various avoid polygon sizes in the presence of different weather patterns, using traffic scenarios representing approximately two times the current traffic density in en-route airspace. Results from the simulation experiment show that the weather avoidance concept is effective over a wide range of weather patterns and cell speeds. Avoid polygons that are only 2-3 miles larger than their core polygons are sufficient to account for weather uncertainties in almost all cases, and traffic separation performance does not appear to degrade with the addition of weather polygon avoidance. Additional "lessons learned" from the batch simulation study are discussed in the paper, along with insights for improving the weather avoidance concept. Introduction

Consiglio, Maria C.↗

CFD Analysis of the 24-inch JIRAD Hybrid Rocket Motor

A series of multispecies, multiphase computational fluid dynamics (CFD) analyses of the 24-inch diameter joint government industry industrial research and development (JIRAD) hybrid rocket motor is described. The 24-inch JIRAD hybrid motor operates by injection of liquid oxygen (LOX) into a vaporization plenum chamber upstream of ports in the hydroxyl-terminated polybutadiene (HTPB) solid fuel. The injector spray pattern had a strong influence on combustion stability of the JIRAD motor so a CFD study was initiated to define the injector end flow field under different oxidizer spray patterns and operating conditions. By using CFD to gain a clear picture of the flow field and temperature distribution within the JIRAD motor, it is hoped that the fundamental mechanisms of hybrid combustion instability may be identified and then suppressed by simple alterations to the oxidizer injection parameters such as injection angle and velocity. The simulations in this study were carried out using the General Algorithm for Analysis of Combustion SYstems (GALACSY) multiphase combustion codes. GALACSY consists of a comprehensive set of droplet dynamic submodels (atomization, evaporation, etc.) and a computationally efficient hydrocarbon chemistry package built around a robust Navier-Stokes solver optimized for low Mach number flows. Lagrangian tracking of dispersed particles describes a closely coupled spray phase. The CFD cases described in this paper represent various levels of simplification of the problem. They include: (A) gaseous oxygen with combusting fuel vapor blowing off the walls at various oxidizer injection angles and velocities, (B) gaseous oxygen with combusting fuel vapor blowing off the walls, and (C) liquid oxygen with combusting fuel vapor blowing off the walls. The study used an axisymmetric model and the results indicate that the injector design significantly effects the flow field in the injector end of the motor. Markedly different recirculation patterns are observed in the vaporization chamber as the oxygen velocity and/or spray pattern is varied. The ability of these recirculation patterns to stabilize the diffusion flame above the surface of the solid fuel gives a plausible explanation for the experimentally determined combustion stability characteristics of the JIRAD motor, and suggests how combustion stability can be assured by modifications to the injector design.

Liang, Pak-Yan↗

Discrete Abstractions of Hybrid Systems: Verification of Safety and Application to User-Interface Design

Human interaction with a complex control system involves the user, the automation’s discrete mode logic, and the underlying continuous dynamics of the physical system. The user-interface of such systems always displays a reduced set of information about the entire system. Designing interfaces such that all the pertinent information is available and assuring that this information is correct is important for any user-interface, but especially so for safety-critical systems such as automotive systems and autopilots. Here we describe a methodology for the analysis of hybrid control systems that incorporate user interaction, with the goal of assuring that the information provided to the user is correct. That is, the user-interface must contain all information necessary to safely complete a desired procedure or task. We begin with a hybrid system model which incorporates discrete mode logic as well as nonlinear continuous dynamics. Using a hybrid computational tool for reachability, we find the largest region of the state-space in which we can guarantee the state of the system can always remain – this is the safe region of operation. By implementing a controller for safety which arises from this computation, we mathematically guarantee that this safe region is invariant, meaning that the system will always remain within the safe region if the determined controller is used on the boundary of the safe region. Verification within a hybrid framework allows us to account for the continuous dynamics underlying the discrete representations displayed to the user. Using the computed invariant regions as discrete states, we can abstract a discrete event system from this hybrid system with safety restrictions. This abstraction can be used to determine what information must be provided on the display. Furthermore, in cases in which an interface already exists, the abstraction provides the necessary input into existing interface verification methods. We provide two examples: a car traveling through a yellow light at an intersection and an aircraft autopilot in an automatic landing/go-around maneuver. The examples demonstrate the applicability of this methodology to hybrid systems that have operational constraints we can pose in terms of safety. This methodology differs from existing work in hybrid system verification in that we directly account for the user’s interactions with the system.

Meeko Oishi↗

NASA X-34 Technology in Motion

The X-34 technology development program is a joint industry/government project to develop, test, and operate a small, fully-reusable hypersonic flight vehicle. The objective is to demonstrate key technologies and operating concepts applicable to future reusable launch vehicles. Integrated in the vehicle are various systems to assure successful completion of mission objectives, including the Main Propulsion System (MPS). NASA-Marshall Space Flight Center (MSFC) is responsible for developing the X-34's MPS including the design and complete build package for the propulsion system components. The X-34 will be powered by the Fastrac Engine, which is currently in design and development at NASA-MSFC. Fastrac is a single-stage main engine, which burns a mixture of liquid oxygen (LOX) and kerosene(RP-1). The interface between the MPS and Fastrac engine are critical for proper system operation and technologies applicable to future reusable launch vehicles. Deneb's IGRIP software package with the Dynamic analysis option provided a key tool for conducting studies critical to this interface as well as a mechanism to drive the design of the LOX and RP-1 feedlines. Kinematic models were created for the Fastrac Engine and the feedlines for various design concepts. Based on the kinematic simulation within Envision, design and joint limits were verified and system interference controlled. It was also critical to the program to evaluate the effect of dynamic loads visually, providing a verification tool for dynamic analysis and in some cases uncovering areas that had not been considered. Deneb's software put the X-34 technology in motion and has been a key factor in facilitating the strenuous design schedule.

Beech, Geoffrey↗

North Dakota Integrated Carbon Storage Complex Feasibility Study. Final report

In spring 2017, the Energy & Environmental Research Center (EERC) initiated an effort to determine the feasibility of developing a commercial-scale CO 2 geologic storage complex able to store 50+ million tonnes (Mt) of CO 2 in central North Dakota safely, permanently, and economically. The objective was to fulfill the goals of the U.S. Department of Energy (DOE) Carbon Storage Assurance Facility Enterprise (CarbonSAFE) Initiative and address technical and nontechnical challenges specific to commercial-scale deployment of a CO2 storage project. The findings clearly show that the concept of capturing CO 2 from a lignite-fired electrical generation facility in central North Dakota and safely and permanently storing the CO 2 in the deep subsurface is indeed technically, economically, and socially feasible. This project evaluated two study areas and their respective geologic storage complexes located adjacent to separate coal-fired facilities in North Dakota: the Basin Electric Power Cooperative (BEPC)-owned Great Plains Synfuels Plant (GPSP) and the Minnkota Power Cooperative (Minnkota)-owned Milton R. Young Station (MRYS). These locations, one with CO 2 capture in place and an existing CO 2 pipeline, are bolstered by progressive North Dakota pore space ownership and long-term liability laws. These elements and a motivated team created an ideal synergistic scenario for ensuring success of the CarbonSAFE Initiative and promoting North Dakota’s statewide vision for carbon management. The project included drilling two new geologic characterization wells, integrating an existing 3-D seismic survey, creating a geologic model subsequently used for injection simulation, a risk assessment, public outreach, and generating a site development plan based on results. In addition, the performance of select National Risk Assessment Partnership tools was evaluated. The geologic characterization wells were drilled ~5600 feet deep to the Broom Creek Formation; ~350 feet of core was retrieved from each well. The core included the Broom Creek (targeted injection zone) and a portion of the overlying Opeche Shale (seal). The Flemmer-1 well, west of Beulah, North Dakota, yielded 169 feet of sandstone. The BNI-1 well located south of Center, North Dakota, yielded 124 feet of sandstone. In each case, laboratory analysis of the sandstone showed permeability in the 300–1000-mD range, with porosity of 20%–30%. The Flemmer-1 well was sited within the boundaries of an existing 3-D seismic survey. Colocating the well with the seismic survey maximized the relationship between new and legacy data and developed a first-of-its-kind interpretation of the geologic fabric of the Broom Creek. Geologic characterization data were integrated into a 5544-mi 2 geocellular model that encompassed both new wells and stratigraphy from the surface to the Amsden Formation (underlying the Broom Creek). The model was later expanded vertically to include the deeper Black Island–Deadwood interval to examine its potential viability as a storage target. The geocellular model provided the foundation for dynamic simulation of CO 2 into the Broom Creek. Results of the simulation suggest that the Broom Creek could accept the DOE target rate of 2 Mt/yr of CO 2 into as few as two wells. To bracket the expected capture from MRYS, simulations were also investigated for a 4-Mt/yr rate near MRYS. Although more wells are needed (two additional), the Broom Creek still has the storage resource to accept the CO 2 at the increased rate. A risk assessment exercise was conducted to identify and assess technical and nontechnical risks that could prevent potential candidate storage complexes within the study area from serving as commercial storage sites. The assessment identified and evaluated six technical risk categories: 1) CO 2 injectivity, 2) storage capacity, 3) lateral migration of CO 2 , 4) lateral pressure propagation, 5) vertical migration of CO 2 or formation brine, and 6) induced seismicity. Following two rounds of analysis and scoring, no risks were determined to preclude continued efforts to develop carbon capture, utilization, and storage (CCUS) in central North Dakota. The risk assessment results will be used to guide future site characterization, modeling and simulation, and monitoring activities. A specific nontechnical strategic risk based on challenges that may be realized in amalgamation of pore space resulted in vertically expanding the geologic model to incorporate the potential for stacked storage in multiple saline reservoirs. By including the Black Island–Deadwood interval (the basal sedimentary reservoir in this region), the amalgamated areal extent could be reduced by as much as 45%. Working with a smaller geographic area reduces risks and costs associated with monitoring and pore space leasing. An economic evaluation incorporating capture; transport (<5 mi); Class VI wells; permitting; and monitoring, verification, and accounting suggests implementing commercial-scale CCUS is economically attractive if the federal tax benefits of 45Q are included. This is validated by Minnkota’s continued pursuit of CO 2 capture and geologic storage at MRYS through its Project Tundra initiative, indicating that there is a business case for CCUS in central North Dakota. Currently, North Dakota is the only state with underground injection control (UIC) Class VI primacy. Built into the North Dakota Century Code is a series of regulatory requirements that guide the process to obtain a Class VI CO 2 storage facility permit. As part of this project, a site development plan was compiled to assure compliance with North Dakota’s requirements to permit a commercial-scale CO 2 storage operation and includes a prospective time line encompassing a general breakdown of activities. In total, an estimated 30 months would be needed to execute the necessary steps to attain a North Dakota CO 2 storage facility permit. Outreach was an integral part of the project and encompassed any project-related activity that had contact or exposure beyond the project team. The goals of outreach were to foster an environment from which stakeholders could make informed decisions about the project and gauge community receptiveness to a CCUS project. A consistent set of messages and outreach products were developed in conjunction with an outreach advisory board that integrated project partners and team members. To gauge public acceptability of geologically storing CO 2 , 5611 households in the project area were invited to participate in an online survey. The survey results indicate that the public attitude regarding CCUS is neutral to positive, with strong sentiment that CO 2 capture and storage may be an approach to maintain the economic vitality of the region. To achieve project objectives, critical support in the form of financial backing, engineering evaluations, site access, outreach collaboration, operations data, risk assessment/evaluation, and software access was provided by BEPC, the North Dakota Industrial Commission Lignite Research Council, ALLETE Clean Energy, BNI Energy, North American Coal Corporation, Minnkota, Prairie Public Broadcasting, Computer Modelling Group Ltd., and Schlumberger.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Data from: "Towards CONUS-Wide ML-Augmented Conceptually-Interpretable Modeling of Catchment-Scale Precipitation-Storage-Runoff Dynamics"

This data package was generated to support the manuscript “Towards CONUS-Wide Machine Learning-Augmented Conceptually Interpretable Modeling of Catchment-Scale Precipitation-Storage-Runoff Dynamics.” It provides input files, model outputs, plotting data, scripts, notebooks, and documentation used to develop, evaluate, and reproduce Mass-Conserving Perceptron (MCP)-based hydrologic modeling experiments across 513 selected Catchment Attributes and Meteorology for Large-sample Studies in the United States (CAMELS-US) basins. The files are organized by modeling component and analysis purpose, including rainfall–runoff experiments, snow module experiments, coupled hydrologic-snow experiments, Long Short-Term Memory (LSTM) benchmark results, model skill metrics, initialization and epoch records, cell-state normalization files, Akaike Information Criterion (AIC)-based model comparison files, and data used to generate manuscript figures. Tabular files can be opened using standard spreadsheet software or Python/R data-analysis tools. Python scripts, Jupyter notebooks, and selected MATLAB scripts are included for model execution, postprocessing, plotting, and statistical analysis. Quality assurance and quality control were conducted through the source-data selection and modeling workflow. Meteorological forcing, streamflow, and static catchment attributes were derived from the CAMELS-US dataset, and snow water equivalent data were derived from the University of Arizona (UA) Snow Water Equivalent dataset. Selected basins and time periods were screened during the associated research workflow to avoid missing observations or poor-quality cases. Static geospatial features were processed primarily using Quantum Geographic Information System (QGIS) and Geospatial Data Abstraction Library (GDAL) workflows. Additional details are provided in the associated manuscript and documentation.

ESS-DIVE CSV File Formatting Guidelines Reporting ↗

Assessment Study of the State of the Art in Adaptive Control and its Applications to Aircraft Control

Many papers relevant to reconfigurable flight control have appeared over the past fifteen years. In general these have consisted of theoretical issues, simulation experiments, and in some cases, actual flight tests. Results indicate that reconfiguration of flight controls is certainly feasible for a wide class of failures. However many of the proposed procedures although quite attractive, need further analytical and experimental studies for meaningful validation. Many procedures assume the availability of failure detection and identification logic that will supply adequately fast, the dynamics corresponding to the failed aircraft. This in general implies that the failure detection and fault identification logic must have access to all possible anticipated faults and the corresponding dynamical equations of motion. Unless some sort of explicit on line parameter identification is included, the computational demands could possibly be too excessive. This suggests the need for some form of adaptive control, either by itself as the prime procedure for control reconfiguration or in conjunction with the failure detection logic. If explicit or indirect adaptive control is used, then it is important that the identified models be such that the corresponding computed controls deliver adequate performance to the actual aircraft. Unknown changes in trim should be modelled, and parameter identification needs to be adequately insensitive to noise and at the same time capable of tracking abrupt changes. If however, both failure detection and system parameter identification turn out to be too time consuming in an emergency situation, then the concepts of direct adaptive control should be considered. If direct model reference adaptive control is to be used (on a linear model) with stability assurances, then a positive real or passivity condition needs to be satisfied for all possible configurations. This condition is often satisfied with a feedforward compensator around the plant. This compensator must be robustly designed such that the compensated plant satisfies the required positive real conditions over all expected parameter values. Furthermore, with the feedforward only around the plant, a nonzero (but bounded error) will exist in steady state between the plant and model outputs. This error can be removed by placing the compensator also in the reference model. Design of such a compensator should not be too difficult a problem since for flight control it is generally possible to feedback all the system states.

Kaufman, Howard↗

NASA Electronic Parts and Packaging (NEPP) Program

Recent Findings from Audits, New Technology Data Reviews a) Disabled Chip Burn-ins A recent audit for a QML device discovered that the chip was disabled during the static burn-in, thus it was not drawing any current. Recommendation: For new SMDs add a statement within the burn-in paragraphs stating that the parts shall be kept in their enabled state during the burn-in. b) Class Q 160-hr/125oC Burn-in This is being interpreted as a static burn-in (even for CMOS technology). Recommendation: Provide clarification in MIL-STD-883, Test Method 5004. c) At Frequency (Dynamic) Burn-ins Test equipment limitation is being cited for not doing burn-ins at the application frequency. Recommendation: The burn-in task group to discuss and provide guidance. When the SMD says that the part can be used at 200 MHz, then doing burn-in at 6 MHz (cited as burn-in equipment limitation frequency) is not going to be meaningful! d) Two Static Burn-ins Some manufacturers are doing electrical testing between the two static burn-ins, whereas others do electricals after completing both static burn-ins. Recommendation: Provide clarification in MIL-STD-883, Test Method 5004. e) Thermal Imaging For a device with hot spots, the thermal resistance, junction-to-case, would be much higher than the guidelines given in MIL-STD-1835. One of the suppliers used thermal imaging to find hot spots on the die. Recommendation: Assign a task group to evaluate the effectiveness of thermal imaging at the product development stage.

Class Y↗

Guidance and Control Design for High-Speed Rollout and Turnoff (ROTO)

A ROTO architecture, braking and steering control law and display designs for a research high speed Rollout and Turnoff (ROTO) system applicable to transport class aircraft are described herein. Minimum surface friction and FMS database requirements are also documented. The control law designs were developed with the aid of a non-real time simulation program incorporating airframe and gear dynamics as well as steering and braking guidance algorithms. An attainable objective of this ROTO system, as seen from the results of this study, is to assure that the studied aircraft can land with runway occupancy times less then 53 seconds. Runway occupancy time is measured from the time the aircraft crosses the runway threshold until its wing tip clears the near side of the runway. Turnoff ground speeds of 70 knots onto 30 degree exits are allowed with dry and wet surface conditions. Simulation time history and statistical data are documented herein. Parameters which were treated as variables in the simulation study include aircraft touchdown weight/speed/location, aircraft CG, runway friction, sensor noise and winds. After further design and development of the ROTO control system beyond the system developed earlier, aft CG MD-11 aircraft no longer require auto-asymmetric braking (steering) and fly-by-wire nose gear steering. However, the auto ROTO nose gear hysteresis must be less than 2 degrees. The 2 sigma dispersion certified for MD-11 CATIIIB is acceptable. Using this longitudinal dispersion, three ROTO exits are recommended at 3300, 4950 and 6750 feet past the runway threshold. The 3300 foot exit is required for MD-81 class aircraft. Designs documented in this report are valid for the assumptions/models used in this simulation. It is believed that the results will apply to the general class of transport aircraft; however further effort is required to validate this assumption for the general case.

Goldthorpe, S. H.↗

Software Quality Assurance for the MOOSE-Based Open-Source Multiphysics Code Cardinal - An Expanded CI Testing Suite

Cardinal is a wrapping of the GPU-oriented spectral element Computational Fluid Dynamics (CFD) code NekRS and the Monte Carlo particle transport code OpenMC within the Multiphysics Object-Oriented Simulation Environment (MOOSE). Cardinal provides high-resolution thermal-hydraulics and/or radiation transport feedback to MOOSE multiphysics simulations. Multiphysics feedback is implemented in a geometry-agnostic manner which eliminates the need for rigid one-to-one mappings. A generic data transfer implementation also allows NekRS and OpenMC to couple to any MOOSE application, enabling a broad set of multiphysics capabilities. Cardinal simulations can also leverage combinations of MPI, OpenMP, and GPU resources. Cardinal continuous development and improvement efforts have led to the software being considered as a high-fidelity design and licensing tool for key areas of nuclear reactor relevant physics, including neutron transport, fluid flow, heat transfer, and mechanical processes. The fast development and expansion of the software from a pure R&D framework towards its application in the nuclear industry and regulation require a focus on developing, enhancing and, maintaining Cardinal’s software quality through strict adherence to a Software Quality Assurance (SQA) framework and SQA program. To facilitate compliance with SQA standards, the Cardinal SQA Program has been initiated during Fiscal Year 2023 (FY23). During the development of the Cardinal SQA Program, multiple gaps have been identified. These gaps are primarily related to model verification and code pedigree as they relate to the use of Cardinal as a safety analysis tool. These gaps have been captured in a report published in 2023. A second report highlighted the progress made during Fiscal Year 2024 (FY24) and described Argonne’s effort to document and integrate software verification within Cardinal’s software development process. This report documents a snapshot of the verification test cases currently available for Cardinal and NekRS in their assimilation into a Continuous Integration (CI) platform. Following the CI practice permits the integrating of source code changes frequently and ensuring that the integrated codebase clears the verification testing for the software. It should be noted that the SQA program itself, including the program plans, procedures, configuration management, and testing strategies, need to be developed in a future step of this task.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗

Progress Towards NQA-1 for Cardinal in FY25

Cardinal is a wrapping of the GPU-oriented spectral element Computational Fluid Dynamics (CFD) code NekRS and the Monte Carlo particle transport code OpenMC within the Multiphysics Object-Oriented Simulation Environment (MOOSE). Cardinal provides high-resolution thermal-hydraulics and/or radiation transport feedback to MOOSE multiphysics simulations. Multiphysics feedback is implemented in a geometry-agnostic manner which eliminates the need for rigid one-to-one mappings. A generic data transfer implementation also allows NekRS and OpenMC to couple to any MOOSE application, enabling a broad set of multiphysics capabilities. Cardinal simulations can also leverage combinations of MPI, OpenMP, and GPU resources. Cardinal continuous development and improvement efforts have led to the software being considered as a high-fidelity design and licensing tool for key areas of nuclear reactor relevant physics, including neutron transport, fluid flow, heat transfer, and mechanical processes. The fast development and expansion of the software from a pure R&D framework towards its application in the nuclear industry and regulation require a focus on developing, enhancing,and maintaining Cardinal’s software quality through strict adherence to a Software Quality Assurance (SQA) framework and SQA program. To facilitate compliance with SQA standards, the Cardinal SQA Program was initiated during Fiscal Year 2023 (FY23). During the development of the Cardinal SQA Program, multiple gaps have been identified. These gaps are primarily related to model verification and code pedigree as they relate to the use of Cardinal as an analysis tool. These gaps were captured in a report published in 2023. A second report highlighted the progress made during Fiscal Year 2024 (FY24) and described Argonne’s effort to document and integrate software verification within Cardinal’s software development process. This report documents the progress made towards NQA-1 for Cardinal in the Fiscal Year 2025 (FY25). All cases in the expanded Continuous Integration (CI) suite of NekRS are included in this report which test the solvers and modules available in NekRS exhaustively. The NekRS tests are integrated with the Cardinal CI suite and made available in publicly accessible Github documentation. Following the CI practice permits integrating of source code changes frequently and ensuring that the integrated codebase clears the verification testing for the software. Also in this report is a brief overview of the development of the Cardinal Software Quality Assurance Plan (SQAP) that was done in FY25, though it should be noted that the rest of the documentation for the SQA program needs to be developed in a future step of this task.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗

A Vehicle Management End-to-End Testing and Analysis Platform for Validation of Mission and Fault Management Algorithms to Reduce Risk for NASA's Space Launch System

The engineering development of the new Space Launch System (SLS) launch vehicle requires cross discipline teams with extensive knowledge of launch vehicle subsystems, information theory, and autonomous algorithms dealing with all operations from pre-launch through on orbit operations. The characteristics of these spacecraft systems must be matched with the autonomous algorithm monitoring and mitigation capabilities for accurate control and response to abnormal conditions throughout all vehicle mission flight phases, including precipitating safing actions and crew aborts. This presents a large and complex system engineering challenge, which is being addressed in part by focusing on the specific subsystems involved in the handling of off-nominal mission and fault tolerance with response management. Using traditional model based system and software engineering design principles from the Unified Modeling Language (UML) and Systems Modeling Language (SysML), the Mission and Fault Management (M&FM) algorithms for the vehicle are crafted and vetted in specialized Integrated Development Teams (IDTs) composed of multiple development disciplines such as Systems Engineering (SE), Flight Software (FSW), Safety and Mission Assurance (S&MA) and the major subsystems and vehicle elements such as Main Propulsion Systems (MPS), boosters, avionics, Guidance, Navigation, and Control (GNC), Thrust Vector Control (TVC), and liquid engines. These model based algorithms and their development lifecycle from inception through Flight Software certification are an important focus of this development effort to further insure reliable detection and response to off-nominal vehicle states during all phases of vehicle operation from pre-launch through end of flight. NASA formed a dedicated M&FM team for addressing fault management early in the development lifecycle for the SLS initiative. As part of the development of the M&FM capabilities, this team has developed a dedicated testbed that integrates specific M&FM algorithms, specialized nominal and off-nominal test cases, and vendor-supplied physics-based launch vehicle subsystem models. Additionally, the team has developed processes for implementing and validating these algorithms for concept validation and risk reduction for the SLS program. The flexibility of the Vehicle Management End-to-end Testbed (VMET) enables thorough testing of the M&FM algorithms by providing configurable suites of both nominal and off-nominal test cases to validate the developed algorithms utilizing actual subsystem models such as MPS. The intent of VMET is to validate the M&FM algorithms and substantiate them with performance baselines for each of the target vehicle subsystems in an independent platform exterior to the flight software development infrastructure and its related testing entities. In any software development process there is inherent risk in the interpretation and implementation of concepts into software through requirements and test cases into flight software compounded with potential human errors throughout the development lifecycle. Risk reduction is addressed by the M&FM analysis group working with other organizations such as S&MA, Structures and Environments, GNC, Orion, the Crew Office, Flight Operations, and Ground Operations by assessing performance of the M&FM algorithms in terms of their ability to reduce Loss of Mission and Loss of Crew probabilities. In addition, through state machine and diagnostic modeling, analysis efforts investigate a broader suite of failure effects and associated detection and responses that can be tested in VMET to ensure that failures can be detected, and confirm that responses do not create additional risks or cause undesired states through interactive dynamic effects with other algorithms and systems. VMET further contributes to risk reduction by prototyping and exercising the M&FM algorithms early in their implementation and without any inherent hindrances such as meeting FSW processor scheduling constraints due to their target platform - ARINC 653 partitioned OS, resource limitations, and other factors related to integration with other subsystems not directly involved with M&FM such as telemetry packing and processing. The baseline plan for use of VMET encompasses testing the original M&FM algorithms coded in the same C++ language and state machine architectural concepts as that used by Flight Software. This enables the development of performance standards and test cases to characterize the M&FM algorithms and sets a benchmark from which to measure the effectiveness of M&FM algorithms performance in the FSW development and test processes.

Trevino, Luis↗