Search NASA⌕ Search

SEARCH · Search NASA

Results for “early formulation”

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 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
NASA NTRS2002

A Virtual Mission Operations Center: Collaborative Environment

The Virtual Mission Operations Center - Collaborative Environment (VMOC-CE) intent is to have a central access point for all the resources used in a collaborative mission operations environment to assist mission operators in communicating on-site and off-site in the investigation and resolution of anomalies. It is a framework that as a minimum incorporates online chat, realtime file sharing and remote application sharing components in one central location. The use of a collaborative environment in mission operations opens up the possibilities for a central framework for other project members to access and interact with mission operations staff remotely. The goal of the Virtual Mission Operations Center (VMOC) Project is to identify, develop, and infuse technology to enable mission control by on-call personnel in geographically dispersed locations. In order to achieve this goal, the following capabilities are needed: Autonomous mission control systems Automated systems to contact on-call personnel Synthesis and presentation of mission control status and history information Desktop tools for data and situation analysis Secure mechanism for remote collaboration commanding Collaborative environment for remote cooperative work The VMOC-CE is a collaborative environment that facilitates remote cooperative work. It is an application instance of the Virtual System Design Environment (VSDE), developed by NASA Goddard Space Flight Center's (GSFC) Systems Engineering Services & Advanced Concepts (SESAC) Branch. The VSDE is a web-based portal that includes a knowledge repository and collaborative environment to serve science and engineering teams in product development. It is a "one stop shop" for product design, providing users real-time access to product development data, engineering and management tools, and relevant design specifications and resources through the Internet. The initial focus of the VSDE has been to serve teams working in the early portion of the system/product lifecycle - concept development, proposal preparation, and formulation. The VMOC-CE expands the application of the VSDE into the operations portion of the system lifecycle. It will enable meaningful and real-time collaboration regardless of the geographical distribution of project team members. Team members will be able to interact in satellite operations, specifically for resolving anomalies, through access to a desktop computer and the Internet. Mission Operations Management will be able to participate and monitor up to the minute status of anomalies or other mission operations issues. In this paper we present the VMOC-CE project, system capabilities, and technologies.

Medina, Barbara↗
NASA NTRS1994

Coupling equivalent plate and finite element formulations in multiple-method structural analyses

A coupled multiple-method analysis procedure for use late in conceptual design or early in preliminary design of aircraft structures is described. Using this method, aircraft wing structures are represented with equivalent plate models, and structural details such as engine/pylon structure, landing gear, or a 'stick' model of a fuselage are represented with beam finite element models. These two analysis methods are implemented in an integrated multiple-method formulation that involves the assembly and solution of a combined set of linear equations. The corresponding solution vector contains coefficients of the polynomials that describe the deflection of the wing and also the components of translations and rotations at the joints of the beam members. Two alternative approaches for coupling the methods are investigated; one using transition finite elements and the other using Lagrange multipliers. The coupled formulation is applied to the static analysis and vibration analysis of a conceptual design model of a fighter aircraft. The results from the coupled method are compared with corresponding results from an analysis in which the entire model is composed of finite elements.

VIBRATION ANALYSIS↗
NASA NTRS2000

Examples of Unsteady Combustion in Non-Metallized Propellants

For over thirty years the T-Burner has been the de facto standard for determining the unstable response of solid propellants. This paper reviews some of the different approaches that have been used, and briefly summarizes advantages and disadvantages of the different techniques. Data from a variety of sources have been reviewed and summarized showing the effect of various test conditions and propellant formulation variations. Much of the data taken in the 60's and early 70's were with so-called research propellants, with relatively low solids loading and usually monomodal AP as the oxidizer. Later data were obtained with propellants containing solids loading more typical and practical propellants. Several distinct differences were observed in the data for the different types of propellants. Data varying AP particle size distributions indicate that either additional fine AP or finer AP usually increases the propellant response. A significant reduction in the response can be achieved by reducing the amount of fine AP, while holding burning rate constant either by adding a catalyst or by varying the overall AP size distribution. A significant amount of data has been obtained for reduced smoke propellants containing stability additives. The data indicate that the additives provide significant particle damping, and most often, also reduce the propellant response. Data from double base propellants indicate a much broader response over a wide frequency range. This implies that double base propellants should be more unstable in tangential modes than composite propellants. This trend seems to be consistent with observed motor data. Measuring the response of metallized propellants has been a challenge due to the large damping due to metal oxide particles in the gas. Data from metallized propellants are not presented here, but will be summarized in a future paper.

Beckstead, M. W.↗
NASA NTRS2014

Space Launch System Ascent Flight Control Design

A robust and flexible autopilot architecture for NASA's Space Launch System (SLS) family of launch vehicles is presented. As the SLS configurations represent a potentially significant increase in complexity and performance capability of the integrated flight vehicle, it was recognized early in the program that a new, generalized autopilot design should be formulated to fulfill the needs of this new space launch architecture. The present design concept is intended to leverage existing NASA and industry launch vehicle design experience and maintain the extensibility and modularity necessary to accommodate multiple vehicle configurations while relying on proven and flight-tested control design principles for large boost vehicles. The SLS flight control architecture combines a digital three-axis autopilot with traditional bending filters to support robust active or passive stabilization of the vehicle's bending and sloshing dynamics using optimally blended measurements from multiple rate gyros on the vehicle structure. The algorithm also relies on a pseudo-optimal control allocation scheme to maximize the performance capability of multiple vectored engines while accommodating throttling and engine failure contingencies in real time with negligible impact to stability characteristics. The architecture supports active in-flight load relief through the use of a nonlinear observer driven by acceleration measurements, and envelope expansion and robustness enhancement is obtained through the use of a multiplicative forward gain modulation law based upon a simple model reference adaptive control scheme.

VanZwieten, Tannen S.↗
NASA NTRS2014

Space Launch System Ascent Flight Control Design

A robust and flexible autopilot architecture for NASA's Space Launch System (SLS) family of launch vehicles is presented. The SLS configurations represent a potentially significant increase in complexity and performance capability when compared with other manned launch vehicles. It was recognized early in the program that a new, generalized autopilot design should be formulated to fulfill the needs of this new space launch architecture. The present design concept is intended to leverage existing NASA and industry launch vehicle design experience and maintain the extensibility and modularity necessary to accommodate multiple vehicle configurations while relying on proven and flight-tested control design principles for large boost vehicles. The SLS flight control architecture combines a digital three-axis autopilot with traditional bending filters to support robust active or passive stabilization of the vehicle's bending and sloshing dynamics using optimally blended measurements from multiple rate gyros on the vehicle structure. The algorithm also relies on a pseudo-optimal control allocation scheme to maximize the performance capability of multiple vectored engines while accommodating throttling and engine failure contingencies in real time with negligible impact to stability characteristics. The architecture supports active in-flight disturbance compensation through the use of nonlinear observers driven by acceleration measurements. Envelope expansion and robustness enhancement is obtained through the use of a multiplicative forward gain modulation law based upon a simple model reference adaptive control scheme.

Orr, Jeb S.↗
NASA NTRS2009

Pharmacokinetics of Intranasal Scopolamine Gel Formulation (Inscop)

Space Motion Sickness (SMS) is commonly experienced by astronauts and often requires treatment with medications during early flight days of space missions. Orally administered scopolamine is commonly used by astronauts to prevent SMS. Bioavailability of oral (PO) SMS medications is often low and highly variable. Intranasal (IN) administration of medications achieves higher and more reliable bioavailability than from an equivalent PO dose. Methods: To test the safety and reliability of INSCOP, two clinical studies were performed, a dose escalation study and a comparison study administering INSCOP during normal ambulation and head down tilt bedrest. Efficacy was evaluated by testing INSCOP with two, different motion sickness inducing paradigms. Results: Preliminary results indicate that INSCOP demonstrates linear pharmacokinetics and a low side effect profile. In head down tilt bedrest, relative bioavailability of INSCOP was increased for females at both doses (0.2 and 0.4 mg) and for males at the higher dose (0.4 mg) but is reduced at the lower dose (0.2 mg) compared to normal ambulation. INSCOP displays gender specific differences during ABR. One of the treatment efficacy trials conducted at Dartmouth Hitchcock Medical Center demonstrated that INSCOP is efficacious at both doses (0.2 and 0.4 mg) in suppressing motion sickness symptoms as indicated by longer chair ride times with INSCOP administration than with placebo, and efficacy increases with dose. Similar results were seen using another motion sickness simulator, the motion simulator dome, at the Naval Aerospace Medical Research Laboratory, with significantly increased time in the dome in motion-susceptible subjects when using INSCOP compared to untreated controls. Conclusion: Higher bioavailability, linear pharmacokinetics, a low incidence of side effects, and a favorable efficacy profile make INSCOP a desirable formulation for prophylactic and rescue treatment of astronauts in space and military personnel on duty.

Boyd, Jason L.↗
NASA NTRS2019

A Systematic Approach to Isolating the Causes and Impacts of Climate Model Bias Employing Analysis Increments

One of the most promising approaches to isolating the causes and understanding the impacts of climate model formulation errors is through the utilization of information contained in short-term forecast errors. The underlying assumption being that by capturing the errors at the very early stages of growth (before nonlinearities develop), we should be able to associate those errors with specific deficiencies in the model's formulation of the relevant physical processes. Here, we provide an example of utilizing the long-term mean of the 6-hourly analysis increments (first guess forecast minus analysis) produced by MERRA-2 to correct the NASA/GEOS AGCM over well-defined regions, thereby allowing us to quantify how the reduced tendency errors in these regions manifest themselves both locally and remotely through large-scale teleconnections to reduce the model's climatological biases. We extend previous work (focused on boreal summer) to address the full annual cycle of model bias. A key result is the large seasonality of the errors over the Tibet region and their impacts on the Northern Hemisphere jet biases, and related precipitation and temperature biases over North American. Attempts to correct the phase and amplitude errors of the climatological boreal winter ridge over western North America (a likely key requirement for improving winter climate forecasts over North America) reveal a surprising complexity in the sources of the errors in what is otherwise manifest as a rather simple PNA-like bias structure.

Schubert, S.↗
NASA NTRSDate not supplied

A Model-Based Framework for NASA Science Mission Formulation

This paper details an effort to implement NASA systems engineering standards and practices using a Digital System Model (DSM), which we also refer to as the system architecture model (SAM). Creating a SAM at the beginning of a design effort helps systems engineer identify errors, inconsistencies, and miscommunications as early as possible. Such issues can then be resolved before it becomes costly and requires significant rework to do so. A pre-formulation SAM also enables advanced trade studies at the earliest stage of concept development. This results in “win-wins” where architecture changes can reduce cost without decreasing effectiveness, or increase effectiveness without increasing cost. SAMs also streamline the creation of project documentation and facilitate superior dialogue between science, engineering, and management stakeholders. Common artifacts such as Master Equipment Lists (MELs), Science Traceability Matrices (STMs), and Mission Traceability Matrices (MTMs), can be automatically maintained through requirements and structural models in the SAM. Key performance parameters (and changes to them) can be tied to simulations in the SAM, allowing far more rapid and extensive trade space exploration. As will be shown in this work, these advantages have been realized for the first time in an actual NASA Goddard Space Flight Center (GSFC) pre-phase A and phase A concept study. Modelbased design tools have been developed in a general, modular manner to maximize reuse on future programs. Focus is placed on structural and requirements architecture modeling. Data is ingested into the SAM from existing discipline model outputs (e.g. MS Excel spreadsheets) and used to update a SysML structural model. A mission requirements model is created within the SAM, containing mission specific as well as standard GSFC mission requirements. With the linked requirements model and structural model, automated compliance checking will be performed as mission parameters evolve without the need for discipline engineers to work directly with the SAM in SysML.

MBSE↗
NASA NTRS2009

Altair Lunar Lander Development Status: Enabling Lunar Exploration

As a critical part of the NASA Constellation Program lunar transportation architecture, the Altair lunar lander will return humans to the moon and enable a sustained program of lunar exploration. The Altair is to deliver up to four crew to the surface of the moon and return them to low lunar orbit at the completion of their mission. Altair will also be used to deliver large cargo elements to the lunar surface, enabling the buildup of an outpost. The Altair Project initialized its design using a "minimum functionality" approach that identified critical functionality required to meet a minimum set of Altair requirements. The Altair team then performed several analysis cycles using risk-informed design to selectively add back components and functionality to increase the vehicle's safety and reliability. The analysis cycle results were captured in a reference Altair design. This design was reviewed at the Constellation Lunar Capabilities Concept Review, a Mission Concept Review, where key driving requirements were confirmed and the Altair Project was given authorization to began Phase A project formulation. A key objective of Phase A is to revisit the Altair vehicle configuration, to better optimize it to complete its broad range of crew and cargo delivery missions. Industry was invited to partner with NASA early in the design to provide their insights regarding Altair configuration and key engineering challenges. NASA intends to continue to seek industry involvement in project formulation activities. This paper will update the international coimmunity on the status of the Altair Project as it addresses the challenges of project formulation, including optinuzing a vehicle configuration based on the work of the NASA Altair Project team, industry inputs and the plans going forward in designing the Altair lunar lander.

Laurini, Kathleen C.↗
NASA NTRS2005

Compact, Engineered, 2-Micron Coherent Doppler Wind Lidar Prototype: A New NASA Instrument Incubator Program Project

A new project, selected in 2005 by NASA s Science Mission Directorate (SMD) under the Instrument Incubator Program (IIP), will be described. The 3-year effort is intended to design, fabricate, and demonstrate a packaged, rugged, compact, space-qualifiable coherent Doppler wind lidar (DWL) transceiver capable of future validation in an aircraft and/or Unmanned Aerial Vehicle (UAV). The packaged DWL will utilize the numerous advances in pulsed, solid-state, 2-micron laser technology at NASA s Langley Research Center (LaRC) in such areas as crystal composition, architecture, efficiency, cooling techniques, pulse energy, and beam quality. The extensive experience of Raytheon Space and Airborne Systems (RSAS) in coherent lidar systems, in spacebased sensors, and in packaging rugged lidar systems will be applied to this project. The packaged transceiver will be as close to an envisioned space-based DWL system as the resources and technology readiness allow. We will attempt to facilitate a future upgrade to a coherent lidar system capable of simultaneous wind and CO2 concentration profile measurements. Since aerosol and dust concentration is also available from the lidar signal, the potential for a triple measurement lidar system is attractive for both Earth and Mars remote sensing. A key follow on step after the IIP will be to add a telescope, scanner, and software for aircraft validation. This IIP should also put us in a position to begin a parallel formulation study in the 2006-2007 timeframe for a space-based DWL demonstration mission early next decade.

Kavaya, Michael J.↗
NASA NTRS2014

Biomaterials Out of Thin Air: In Situ, On-Demand Printing of Advanced Biocomposites: A New Materials Design and Production Technique Using 3D-Printed Arrays of Bioengineered Cells

We have completed the proof of concept described in our Phase I proposal, a two-material array of nonstructural proteins. We created an implementation of each step in our technology concept and demonstrated its critical functionality. The biological chassis and printing hardware we created as part of this work can be re-used for future work by inserting a material coding region upstream of the fluorescent tag. Overall, we showed that our technology concept is sound. The mission benefit analyses, as described in our Phase I proposal, are complete and contained in this report. These calculations show that our technology can save hundreds of kilograms of upmass for a potential planetary human habit construction mission: the mass per habitat module can be reduced by approximately one third if the biomaterials are manufactured on Earth and included in the mission upmass, and the full 240 kg per module can be saved if the materials are derived entirely from in situ resources. Mass savings between these two extremes is expected for an actual mission, depending on the level of in situ resource extraction technology. We have shown that continued advancement of this technology concept for use in a space mission environment is justified. Our survey of future development pathways proved extremely informative in light of the lessons learned from our proof of concept work and mission scenario analyses. For example, we were able for the first time to distinguish between the levels of functionality provided by production of structural proteins, other polymers such as polysaccharides, and true organic-inorganic composites such as bone and mineralized shell. This new information represents a significant advance in formulating specific applications, and key enabling technologies, for our proposed concept. We surveyed potential collaborations with other projects and synergies with enabling technologies that are developing. We have received requests for collaboration from other institutions, including labs at Stanford University and Drexel University. We have also received visits from industry, including Organovo, a tissue engineering company, and Autodesk, a major 3D and materials design software company. Finally, we have been in touch with the team behind the 2013 NIAC Phase ll 'Super Ball Bot-Structures for Planetary Landing and Exploration' and are planning to develop our biomaterial printing technology with the goal of enabling tensegrity-based rovers such as theirs to use lighter, more robust materials. A smooth transition from TRL 2 to TRL 3 assumes that the implementations of the technology concept which demonstrate critical functionality are also pathways for future development; while this is the case for most hardware or software projects, the multidisciplinary nature of our project, particularly the biological aspect of it, means that this is not always true. For example, as part of this work we showed that although there are large number of known genetic parts that correspond to non-structural materials, this is not true for sequences for structural organic proteins, let alone biominerals. These realizations allowed us to further subdivide our concept into more detailed development areas, some of which are clearly established at TRL 3, others of which were newly identified sub-technologies moved from TRL 1 to TRL 2. Similarly, although a single feasibility /benefit analysis is sufficient for advancement from TRL 2 to TRL 3, not all potential benefits to a technology concept as broad in scope as ours are apparent at TRL 2. Both our future pathways survey and our proof of concept work highlighted that the true mass savings potential of our technology concept cannot be quantified without modification of existing materials modelling tools to take into account the possibility of positional materials properties customization. Therefore, we have simultaneously both advanced one potential set of applications of our technology concept from TRL 2 to TRL 3 and also identified a previously unknown set of applications and advanced it from TRL 1 to TRL 2. Overall, we have moved the original formulation of our concept forward from TRL 2 to TRL 3, and the expanded formulation of it presented in this document has been advanced from a combination of TRL 1 and early 1RL 2 to an overall late TRL 2. We have also identified the key areas necessary for both short-term and long-term advancement, and made recommendations for specific future work in the most promising directions. With future work on a 1-2 year timeframe to continue advancement to overall TRL 3, we will be well positioned to begin work on a specific space mission technology insertion path.

Biology↗
NASA NTRS1956

Boundary Layer

The fundamental, practically the most important branch of the modern mechanics of a viscous fluid or a gas, is that branch which concerns itself with the study of the boundary layer. The presence of a boundary layer accounts for the origin of the resistance and lift force, the breakdown of the smooth flow about bodies, and other phenomena that are associated with the motion of a body in a real fluid. The concept of boundary layer was clearly formulated by the founder of aerodynamics, N. E. Joukowsky, in his well-known work "On the Form of Ships" published as early as 1890. In his book "Theoretical Foundations of Air Navigation," Joukowsky gave an account of the most important properties of the boundary layer and pointed out the part played by it in the production of the resistance of bodies to motion. The fundamental differential equations of the motion of a fluid in a laminar boundary layer were given by Prandtl in 1904; the first solutions of these equations date from 1907 to 1910. As regards the turbulent boundary layer, there does not exist even to this day any rigorous formulation of this problem because there is no closed system of equations for the turbulent motion of a fluid. Soviet scientists have done much toward developing a general theory of the boundary layer, and in that branch of the theory which is of greatest practical importance at the present time, namely the study of the boundary layer at large velocities of the body in a compressed gas, the efforts of the scientists of our country have borne fruit in the creation of a new theory which leaves far behind all that has been done previously in this direction. We shall herein enumerate the most important results by Soviet scientists in the development of the theory of the boundary layer.

Loitsianskii. L. G.↗
NASA NTRSDate not supplied

Risk Reduction through Early Software Prototyping for the Mars Ascent Vehicle

Despite the critical nature flight software plays in the development of spacecraft, software development teams are often brought on to the project after initial requirements definition and design efforts have started, and well after the conceptual design phase has completed. The flight software development team for the Mars Ascent Vehicle has supported the project from project formulation and conceptual design into the formal design and development. This approach has allowed for the development of a robust software prototype that supported risk reduction in numerous areas for the project. Early software prototyping supported decision making in the areas of hardware selection and considerations, software architecture, and simulation requirements. The prototype software actively supported ongoing trade studies and analyses for the project and enable valuable collaboration across multiple subsystems as well as between MSFC and the Jet Propulsion Laboratory. This early development also allowed the team to leverage past projects’ lessons learned to make valuable process improvements.

Stefanie Justice↗
NASA NTRS1977

Prediction of elastic-airplane lateral dynamics from rigid-body aerodynamics

Control-configured vehicle technology has increased the demand for detailed analysis of dynamic stability and control, handling and ride qualities, and control system dynamics at the early stages of preliminary design and development. For these early analyses an approximate, but reasonably accurate, set of equations of motion for elastic airplanes is needed. Such a formulation is developed for the lateral dynamics of elastic airplanes. It makes use of rigid-body aerodynamic stability derivatives and the antisymmetric elastic mode shapes and frequencies in formulating the forces and moments due to elastic motion. Verification of accuracy was made by comparison with B-1 airplane dynamics obtained by other methods. Frequencies and damping ratios of the coupled modes agree acceptably well with four antisymmetric elastic modes included.

Swaim, R. L.↗
NASA NTRS1988

Development of Disturbances in Swept Wing Flows

The development of a subharmonic secondary instability in a boundary layer with pressure gradients controlled by suction was investigated. The effect of suction control on this early stage leading to transition is evaluated. The secondary three-dimensional instability problem for compressible boundary layers was formulated to investigate theoretically the effect of finite amplitude two-dimensional wave on the growth of three-dimensional perturbations in compressible boundary layers. Only a range of Mach numbers up to the transonic, where the critical primary disturbance is two dimensional, was covered. Thr evolution of resonant triads in three-dimensional boundary layers was investigated. The triads investigated were comprised of different modes, stationary crossflow (CF), traveling crossflow, vertical vorticity (VV), and Tollmein-Schlichting (TS) modes. The mean flow used in the calculations is the boundary layer on a modern LFC transonic 23 swept wing. In the analysis the growth of the boundary layer is taken into account assuming that it is of the same order as the nonlinear effects.

Kandil, Osama A.↗
NASA NTRS1985

Energy Efficient Engine Program Advanced Turbofan Nacelle Definition Study

Advanced, low drag, nacelle configurations were defined for some of the more promising propulsion systems identified in the earlier Benefit/Cost Study, to assess the benefits associated with these advanced technology nacelles and formulate programs for developing these nacelles and low volume thrust reversers/spoilers to a state of technology readiness in the early 1990's. The study results established the design feasibility of advanced technology, slim line nacelles applicable to advanced technology, high bypass ratio turbofan engines. Design feasibility was also established for two low volume thrust reverse/spoiler concepts that meet or exceed the required effectiveness for these engines. These nacelle and thrust reverse/spoiler designs were shown to be applicable in engines with takeoff thrust sizes ranging from 24,000 to 60,000 pounds. The reduced weight, drag, and cost of the advanced technology nacelle installations relative to current technology nacelles offer a mission fuel burn savings ranging from 3.0 to 4.5 percent and direct operating cost plus interest improvements from 1.6 to 2.2 percent.

Howe, David C.↗
NASA NTRSDate not supplied

EMT Project History and Overview

This is a slide set that is part of the 2021 ETM Workshop's planned technical presentations. The content of the presentation is intended to first provide an introduction to the impetus and background that led to ETM and the identified challenges that needed to be considered. Following the introduction, a presentation of early engagement with Industry and other government agencies is provided. The presentation concludes with the early work that followed engagement and the eventual project that ETM was integrated with as well as the eventual formulation of a joint NASA-FAA Research Transition Team.

Upper E Traffic Management↗
NASA NTRSDate not supplied

Gateway Program Safety and Mission Assurance Integration - the Future of Safe Deep Space Human Exploration

As a foundational element of the National Aeronautics and Space Administration (NASA) Artemis Campaign, the Gateway is an incrementally built cislunar spacecraft that will serve as a platform for deep space human exploration, science, and technology demonstration. The Gateway will be a unifying catalyst for international partners around the world to establish sustained deep space scientific investigations, lunar surface access, and missions to Mars. As human exploration moves farther away from Earth, spacecraft designs must prioritize and optimize mass and volume allocations, while minimizing human and spacecraft risk. To accomplish this objective, the Gateway Program Safety and Mission Assurance functions develop, implement, and ensure compliance with requirements, in concert with the accurate characterization and transparent communication of residual hazard risks, for integrated safety, reliability and maintainability and quality assurance. Safety and Mission Assurance was a key contributor during Gateway program pre-formulation and formulation activities where safety and reliability analysis was embedded in the Gateway Systems Engineering and Integration team. During these early program stages, a preliminary Gateway Integrated Hazard Analysis and Preliminary Gateway Probabilistic Risk Assessment assisted in Gateway architectural and operational definition as part of a risk-informed design process. As the deep space architecture has matured, the integrated Safety and Mission Assurance analyses have matured, new safety review processes have been developed, and requirements have been refined to ensure compliance with integrated safety and mission assurance objectives. The Gateway Program is currently concluding the preliminary design review informed milestone, where the primary objectives included: - Ensured completeness and consistency of the preliminary design, including the meeting of all requirements within appropriate margins and acceptable risk posture. - Identification of any major issues moving forward to the Critical Design phase. At this milestone, Safety and Mission Assurance provided numerous products, including Gateway Top Risks and Risk Mitigation Plans, updated integrated hazard analyses, updated probabilistic risk assessment, Crew Survival Analysis Report, and updated Safety and Mission Assurance Requirements and Plans. These products provide a many-faceted perspective on the inherent risk and available mitigations involved in flying the current proposed vehicle design and anticipated stack configurations. In addition, Safety and Mission Assurance identified top technical, process and workforce concerns to be addressed as the program progresses toward the critical design phase. This paper will detail the evolution of the Gateway Program Safety and Mission Assurance integration functions, provide its current status and lessons learned for future human spaceflight programs. Throughout this paper the key tenets of the Gateway Program Safety and Mission Assurance will be discussed: - Application of a risk-informed approach to identify and mitigate areas of highest risk. - Leverage of valuable processes and lessons learned from earlier spaceflight programs. - Development of Safety and Mission Assurance products to inform design risk trades. - Utilization of common Safety and Mission Assurance practices to identify safety risks for multiple perspectives: top-down, bottom-up, and across lines of integration. - Approval of safety hazards at the appropriate level of authority, keeping most deliberation closest to design expertise and elevating risks of greatest concern for program-level consideration. - Championing of Safety and Mission Assurance processes and forums to foster a pervasive safety culture that is transparent, inclusive, and collaborative between all partners. These tenets have allowed the Gateway Safety and Mission Assurance function to play a key role in optimized vehicle design evolution, and early identification and mitigation of Gateway program and Artemis mission risk.

Helen Vaccaro↗