THE DESTINATION AND THE JOURNEY: SAFELY NAVIGATING WASTE TRANSFERS IN THE SRS TANK FARMS
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OTTENFELD, WARREN S.↗
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Life Cycle Analyses of Point Source Carbon Capture and CO2 Destinations at the National Energy Technology Laboratory
This was presented at the Conference on Innovations in Climate Resilience, March 30, 2022. The presentation provides an overview of past NETL work in analyses of point source carbon capture, carbon dioxide storage, and carbon dioxide utilization with a focus on recent and ongoing life cycle analysis work.
Jamieson, Matthew↗
Deep Space Habitat Concept of Operations for Extended Duration Transit Missions
NASA's Capability-Driven Framework (CDF) describes an approach for progressively extending human exploration missions farther into the Solar System for longer periods of time as allowed by developments in technology and spacecraft systems. Within this framework design reference missions (DRMs) targeted for several specific destinations are being used to assess different combinations of vehicles, operations, and advanced technologies to help understand which combination will best support expanded human exploration both efficiently and sustainably. Several of the identified destinations have been found to require missions with a round trip duration exceeding one year. These mission durations exceed the capabilities of current human-rated spacecraft if resupply from Earth is not possible. This makes the design of an efficient and reliable Deep Space Habitat (DSH) critical for reaching these destinations. The paper will describe the current understanding of DSH capabilities and functions that must be exhibited by any future habitat design for these missions. This description of the DSH is presented in the form of a concept of operation, which focuses on the functions that any DSH must provide, as opposed to a specific DSH design concept. Development of a concept of operations, based on DRM features, provides a common basis for assessing the viability of design concepts incorporating differing configurations and technologies. A study team with representation from several NASA Centers and relevant engineering and scientific disciplines collaborated to develop this DSH concept of operations for the transit phases of these missions. The transit phase of a mission is defined as the time after leaving Earth but before arrival at the destination and the time after leaving the destination but before arriving back at Earth. These transit phases were found to have many common features across all of the destinations being assessed for the CDF and thus arguing for a common concept of operations for all of the associated DRMs. The paper first describes the CDF and potential destinations being considered within this framework. DRMs representative of those currently being assessed will then be discussed to illustrate the range of capabilities that the DSH must support. The 18 functions identified by the multi-discipline analysis team are then described at a summary level. Several specific examples of the potential use for this concept of operations are described.
Hoffman, Stephen J.↗
The Role of Cis-Lunar Space in Future Global Space Exploration
Cis-lunar space offers affordable near-term opportunities to help pave the way for future global human exploration of deep space, acting as a bridge between present missions and future deep space missions. While missions in cis-lunar space have value unto themselves, they can also play an important role in enabling and reducing risk for future human missions to the Moon, Near-Earth Asteroids (NEAs), Mars, and other deep space destinations. The Cis-Lunar Destination Team of NASA's Human Spaceflight Architecture Team (HAT) has been analyzing cis-lunar destination activities and developing notional missions (or "destination Design Reference Missions" [DRMs]) for cis-lunar locations to inform roadmap and architecture development, transportation and destination elements definition, operations, and strategic knowledge gaps. The cis-lunar domain is defined as that area of deep space under the gravitational influence of the earth-moon system. This includes a set of earth-centered orbital locations in low earth orbit (LEO), geosynchronous earth orbit (GEO), highly elliptical and high earth orbits (HEO), earth-moon libration or "Lagrange" points (E-ML1 through E-ML5, and in particular, E-ML1 and E-ML2), and low lunar orbit (LLO). To help explore this large possibility space, we developed a set of high level cis-lunar mission concepts in the form of a large mission tree, defined primarily by mission duration, pre-deployment, type of mission, and location. The mission tree has provided an overall analytical context and has helped in developing more detailed design reference missions that are then intended to inform capabilities, operations, and architectures. With the mission tree as context, we will describe two destination DRMs to LEO and GEO, based on present human space exploration architectural considerations, as well as our recent work on defining mission activities that could be conducted with an EML1 or EML2 facility, the latter of which will be an emphasis of this paper, motivated in part by recent interest expressed at the Global Exploration Roadmap Stakeholder meeting. This paper will also explore the links between this HAT Cis-Lunar Destination Team analysis and the recently released ISECG Global Exploration Roadmap and other potential international considerations, such as preventing harmful interference to radio astronomy observations in the shielded zone of the moon.
Bobskill, Marianne R.↗
SLS Payload Transportation Beyond LEO
NASA has successfully completed the Critical Design Review (CDR) of the heavy lift Space Launch System (SLS) and is working towards the first flight of the vehicle in 2018. SLS will begin flying crewed missions with an Orion capsule to the lunar vicinity every year after the first 2 flights starting in the early 2020's. As early as 2021, in addition to delivering an Orion capsule to a cislunar destination, SLS will also deliver ancillary payload, termed "Co-manifested Payload (CPL)", with a mass of at least 5.5 mT and volume up to 280 m3 simultaneously to that same destination. Later SLS flights have a goal of delivering as much as 10 mT of CPL to cislunar destinations. In addition to cislunar destinations, SLS flights may deliver non-crewed, science-driven missions with Primary Payload (PPL) to more distant destinations. SLS PPL missions will utilize a unique payload fairing offering payload volume (ranging from 320 m3 to 540 m3) that greatly exceeds the largest existing Expendable Launch Vehicle (ELV) fairing available. The Characteristic Energy (C3) offered by the SLS system will generate opportunities to deliver up to 40 mT to cislunar space, and deliver double PPL mass or de-crease flight time by half for some outer planet destinations when compared to existing capabilities. For example, SLS flights may deliver the Europa Clipper to a Jovian destination in under 3 years by the mid 2020's, compared to the 7+ years cruise time required for current launch capabilities. This presentation will describe ground and flight accommodations, interfaces, resources, and performance planned to be made available to potential CPL and PPL science users of SLS. In addition, this presentation should promote a dialogue between vehicle developers, potential payload users, and funding sources in order to most efficiently evolve required SLS capabilities to meet diverse payload needs as they are identified over the next 35 years and beyond.
Creech, S. D.↗
Wireless Avionics Packet to Support Fault Tolerance for Flight Applications
In this protocol and packet format, data traffic is monitored by all network interfaces to determine the health of transmitter and subsystems. When failures are detected, the network inter face applies its recover y policies to provide continued service despite the presence of faults. The protocol, packet format, and inter face are independent of the data link technology used. The current demonstration system supports both commercial off-the-shelf wireless connections and wired Ethernet connections. Other technologies such as 1553 or serial data links can be used for the network backbone. The Wireless Avionics packet is divided into three parts: a header, a data payload, and a checksum. The header has the following components: magic number, version, quality of service, time to live, sending transceiver, function code, payload length, source Application Data Interface (ADI) address, destination ADI address, sending node address, target node address, and a sequence number. The magic number is used to identify WAV packets, and allows the packet format to be updated in the future. The quality of service field allows routing decisions to be made based on this value and can be used to route critical management data over a dedicated channel. The time to live value is used to discard misrouted packets while the source transceiver is updated at each hop. This information is used to monitor the health of each transceiver in the network. To identify the packet type, the function code is used. Besides having a regular data packet, the system supports diagnostic packets for fault detection and isolation. The payload length specifies the number of data bytes in the payload, and this supports variable-length packets in the network. The source ADI is the address of the originating interface. This can be used by the destination application to identify the originating source of the packet where the address consists of a subnet, subsystem class within the subnet, a subsystem unit, and the local ADI number. The destination ADI is used to route the packet to its ultimate destination. At each hop, the sending interface uses the destination address to determine the next node for the data. The sending node is the node address of the interface that is broadcasting the packet. This field is used to determine the health of the subsystem that is sending the packet. In the case of a packet that traverses several intermediate nodes, it may be the node address of the intermediate node. The target node is the node address of the next hop for the packet. It may be an intermediate node, or the final destination for the packet. The sequence number is used to identify duplicate packets. Because each interface has multiple transceivers, the same packet will appear at both receivers. The sequence number allows the interface to correlate the reception and forward a single, unique packet for additional processing. The subnet field allows data traffic to be partitioned into segregated local networks to support large networks while keeping each subnet at a manageable size. This also keeps the routing table small enough so routing can be done by a simple table lookup in an FPGA device. The subsystem class identifies members of a set of redundant subsystems, and, in a hot standby configuration, all members of the subsystem class will receive the data packets. Only the active subsystem will generate data traffic. Specific units in a class of redundant units can be identified and, if the hot standby configuration is not used, packets will be directed to a specific subsystem unit.
Block, Gary L.↗
The Single Crew Module Concept for Exploration
Many concepts have been proposed for exploring space. In early 2010 presidential direction called for reconsidering the approach to address changes in exploration destinations, use of new technologies and development of new capabilities to support exploration of space. Considering the proposed new technology and capabilities that NASA was directed to pursue, the single crew module (SCM) concept for a more streamlined approach to the infrastructure and conduct of exploration missions was developed. The SCM concept combines many of the new promising technologies with a central concept of mission architectures that uses a single habitat module for all phases of an exploration mission. Integrating mission elements near Earth and fully fueling them prior to departure of the vicinity of Earth provides the capability of using the single habitat both in transit to an exploration destination and while exploring the destination. The concept employs the capability to return the habitat and interplanetary propulsion system to Earth vicinity so that those elements can be reused on subsequent exploration missions. This paper describes the SCM concept, provides a top level mass estimate for the elements needed and trades the concept against Many concepts have been proposed for exploring space. In early 2010 presidential direction called for reconsidering the approach to address changes in exploration destinations, use of new technologies and development of new capabilities to support exploration of space. Considering the proposed new technology and capabilities that NASA was directed to pursue, the single crew module (SCM) concept for a more streamlined approach to the infrastructure and conduct of exploration missions was developed. The SCM concept combines many of the new promising technologies with a central concept of mission architectures that uses a single habitat module for all phases of an exploration mission. Integrating mission elements near Earth and fully fueling them prior to departure of the vicinity of Earth provides the capability of using the single habitat both in transit to an exploration destination and while exploring the destination. The concept employs the capability to return the habitat and interplanetary propulsion system to Earth vicinity so that those elements can be reused on subsequent exploration missions. This paper describes the SCM concept, provides a top level mass estimate for the elements needed and trades the concept against Constellation approaches for Lunar, Near Earth Asteroid and Mars Surface missions.
Chambliss, Joe↗
Vector send operation for message-based communication
Methods and systems for conducting vector send operations are provided. The processor of a sender node receives a request to perform a collective send operation (e.g., MPI_Broadcast) from a user application, requesting a copy of data in one or more send buffers by sent to each of a plurality of destinations in a destination vector. The processor invokes a vector send operation from a software communications library, placing a remote enqueue atomic send command for each destination node of the destination vector in an entry of a transmit data mover (XDM) command queue in a single call. The processor executes all of the commands in the XDM command queue and writes the data in the one or more send buffers into each receive queue of each destination identified in the destination vector.
Byrne, John L.↗
Packet router with virtual channel hop buffer control
An integrated circuit includes a network on chip (NOC) that includes a plurality of processing elements and a plurality of NOC nodes, interconnected to the plurality of processing elements. The integrated circuit includes logic that is configured to: increment by one, a virtual channel identifier to produce an incremented destination VC identifier, the virtual channel (VC) identifier associated with at least portion of a packet stored in at least one virtual channel buffer; determine that a destination virtual channel buffer corresponding to the incremented destination VC identifier in a destination NOC node in the NOC is available to store the portion of the packet; and in response to the determination, send the portion of the packet and the incremented destination VC identifier to the destination NOC node.
97 MATHEMATICS AND COMPUTING↗
Human Exploration of Near-Earth Asteroids and Sample Collection Considerations
In 2009 the Augustine Commission identified near-Earth asteroids (NEAs) as high profile destinations for human exploration missions beyond the Earth-Moon system as part of the Flexible Path. Subsequently, the U.S. presidential administration directed NASA on April 15, 2010 to include NEAs as destinations for future human exploration with the goal of sending astronauts to a NEA in the mid to late 2020s. This directive became part of the official National Space Policy of the United States of America as of June 28, 2010. Human Exploration Considerations: These missions would be the first human expeditions to interplanetary bodies beyond the Earth-Moon system and would prove useful for testing technologies required for human missions to Mars, Phobos and Deimos, and other Solar System destinations. Missions to NEAs would undoubtedly provide a great deal of technical and engineering data on spacecraft operations for future human space exploration while conducting in-depth scientific examinations of these primitive objects. However, prior to sending human explorers to NEAs, robotic investigations of these bodies would be required in order to maximize operational efficiency and reduce mission risk. These precursor missions to NEAs would fill crucial strategic knowledge gaps concerning their physical characteristics that are relevant for human exploration of these relatively unknown destinations. Sample Science Benefits: Information obtained from a human investigation of a NEA, together with ground-based observations and prior spacecraft investigations of asteroids and comets, will also provide a real measure of ground truth to data obtained from terrestrial meteorite collections. Major advances in the areas of geochemistry, impact history, thermal history, isotope analyses, mineralogy, space weathering, formation ages, thermal inertias, volatile content, source regions, solar system formation, etc. can be expected from human NEA missions. Samples directly returned from a primitive body would lead to the same kind of breakthroughs for understanding NEAs that the Apollo samples provided for understanding the Earth-Moon system and its formation history. International Participation: In addition, robotic precursor and human exploration missions to NEAs would allow the NASA and its international partners to gain operational experience in performing complex tasks (e.g., sample collection, deployment of payloads, retrieval of payloads, etc.) with crew, robots, and spacecraft under microgravity conditions at or near the surface of a small body. This would provide an important synergy between the worldwide Science and Exploration communities, which will be crucial for development of future international deep space exploration architectures and has potential benefits for future exploration of other destinations beyond low-Earth orbit.
Abell, Paul↗
DC Fast Charging Infrastructure for Electrified Road Trips
To assess DC fast charging station network required for electrified road trips by 2030 in California, a new charging infrastructure simulation tool/model, EVI-Pro (Electric Vehicle Infrastructure Projection) RoadTrip, has been developed. In contrast to the existing EVI-Pro model that is primarily for short-distance travels, EVI-Pro RoadTrip is exclusively focused on road trips (long-distance travels, 100 or miles per day per vehicle). Also, the charging paradigm or strategy is different. EVI-Pro RoadTrip is built upon waypoint charging, in which vehicles are forced to stop to charge or replenish the on-board batteries, along the routes between origins and destinations. On the other hand, EVI-Pro is based on destination charging, in which charging is conducted when vehicles are parked in destinations (e.g., work, home). EVI-Pro RoadTrip takes coordinate-level origin and destination data for road trips (intra-state as well as domestic or international out-of-state) and estimates energy consumption and charging needs along the routes between origins and destinations on a minute-by-minute resolution. Based on charging demands for electrified road trips across the state, the optimal locations of charging stations are determined accounting for preferred land use types (e.g., commercial areas) and station service area (e.g., 5 or less miles). Based on station-by-station charging load profiles, the required number of plugs/connectors is estimated for each station and entire state. By comparing hosting capacity of the electric grid (circuit-level) and the charging load output from EVI-Pro RoadTrip, capacity deficit is also evaluated.
ADVANCED PROPULSION SYSTEMS,ENERGY STORAGE↗
Non-blocking crossbar permutation engine with constant routing latency
The invention is embodied in an N x N crossbar for routing packets from a set of N input ports to a set of N output ports, each packet having a header identifying one of the output ports as its destination, including a plurality of individual links which carry individual packets. Each link has a link input end and a link output end, a plurality of switches. Each of the switches has at least top and bottom switch inputs connected to a corresponding pair of the link output ends and top and bottom switch outputs connected to a corresponding pair of link input ends, whereby each switch is connected to four different links. Each of the switches has an exchange state which routes packets from the top and bottom switch inputs to the bottom and top switch outputs, respectively, and a bypass state which routes packets from the top and bottom switch inputs to the top and bottom switch outputs, respectively. A plurality of individual controller devices governing respective switches for sensing from a header of a packet at each switch input for the identity of the destination output port of the packet and selecting one of the exchange and bypass states in accordance with the identity of the destination output port and with the location of the corresponding switch relative to the destination output port.
Monacos, Steve P.↗
MMIC Amplifiers and Wafer Probes for 350 to 500 GHz
A wireless avionics interface exploits the constrained nature of data networks in flight systems to use a lightweight routing method. This simplified routing means that a processor is not required, and the logic can be implemented as an intellectual property (IP) core in a field-programmable gate array (FPGA). The FPGA can be shared with the flight subsystem application. In addition, the router is aware of redundant subsystems, and can be configured to provide hot standby support as part of the interface. This simplifies implementation of flight applications requiring hot stand - by support. When a valid inbound packet is received from the network, the destination node address is inspected to determine whether the packet is to be processed by this node. Each node has routing tables for the next neighbor node to guide the packet to the destination node. If it is to be processed, the final packet destination is inspected to determine whether the packet is to be forwarded to another node, or routed locally. If the packet is local, it is sent to an Applications Data Interface (ADI), which is attached to a local flight application. Under this scheme, an interface can support many applications in a subsystem supporting a high level of subsystem integration. If the packet is to be forwarded to another node, it is sent to the outbound packet router. The outbound packet router receives packets from an ADI or a packet to be forwarded. It then uses a lookup table to determine the next destination for the packet. Upon detecting a remote subsystem failure, the routing table can be updated to autonomously bypass the failed subsystem.
Samoska, Lorene A.↗
Interface Supports Lightweight Subsystem Routing for Flight Applications
A wireless avionics interface exploits the constrained nature of data networks in flight systems to use a lightweight routing method. This simplified routing means that a processor is not required, and the logic can be implemented as an intellectual property (IP) core in a field-programmable gate array (FPGA). The FPGA can be shared with the flight subsystem application. In addition, the router is aware of redundant subsystems, and can be configured to provide hot standby support as part of the interface. This simplifies implementation of flight applications requiring hot stand - by support. When a valid inbound packet is received from the network, the destination node address is inspected to determine whether the packet is to be processed by this node. Each node has routing tables for the next neighbor node to guide the packet to the destination node. If it is to be processed, the final packet destination is inspected to determine whether the packet is to be forwarded to another node, or routed locally. If the packet is local, it is sent to an Applications Data Interface (ADI), which is attached to a local flight application. Under this scheme, an interface can support many applications in a subsystem supporting a high level of subsystem integration. If the packet is to be forwarded to another node, it is sent to the outbound packet router. The outbound packet router receives packets from an ADI or a packet to be forwarded. It then uses a lookup table to determine the next destination for the packet. Upon detecting a remote subsystem failure, the routing table can be updated to autonomously bypass the failed subsystem.
Lux, James P.↗
Multi-agent autonomous system and method
A method of controlling a plurality of crafts in an operational area includes providing a command system, a first craft in the operational area coupled to the command system, and a second craft in the operational area coupled to the command system. The method further includes determining a first desired destination and a first trajectory to the first desired destination, sending a first command from the command system to the first craft to move a first distance along the first trajectory, and moving the first craft according to the first command. A second desired destination and a second trajectory to the second desired destination are determined and a second command is sent from the command system to the second craft to move a second distance along the second trajectory.
Fink, Wolfgang↗
Why Atens Enjoy Enhanced Accessibility For Human Space Flight
In the context of human space flight (HSF), the concept of near-Earth object (NEO) accessibility is highly subjective. Whether or not a particular NEO is accessible critically depends on mass, performance, and reliability of interplanetary HSF systems yet to be designed. Such systems would certainly include propulsion and crew life support with adequate shielding from both solar flares and galactic cosmic radiation. Equally critical architecture options are relevant to NEO accessibility. These options are also far from being determined and include the number of launches supporting an HSF mission, together with whether or not consumables are to be pre-emplaced at the destination. Until the unknowns of HSF to NEOs come into clearer focus, the notion of relative accessibility is of great utility. Imagine a group of NEOs, each with nearly equal HSF merit determined from their individual characteristics relating to crew safety, scientific return, resource utilization, and planetary defense. The more accessible members of this group are more likely to be explored first. A highly accessible NEO could conceivably be deferred in favor of a less accessible HSF destination because the latter is more accessible during a programmatically desirable launch compliant mission trajectory solutions detected in association with a specific NEO. The known NEO population is then surveyed to illustrate in which regions of heliocentric semi-major axis, eccentricity, and inclination (a, e, i) space NEOs with large n values are mapped. The (a, e, i) mapping is also formatted such that membership in each of four NEO orbit classifications, as defined below, is evident. Amors have orbits everywhere superior to (outside of) Earth's. An Amor is therefore defined to have perihelion between 1.017 astronomical units (AU) and the maximum NEO value of 1.3 AU. As of 0 hrs Universal Time on 1 January 2011 (UT epoch 2011.0), Amors numbered 2855 in the Jet Propulsion Laboratory (JPL) Small-Body Database (SBDB), comprising 37.7% of known NEOs. Apollos have orbits crossing Earth's with periods greater than Earth's. An Apollo is therefore defined to have perihelion less than 1.017 AU and a greater than 1.0 AU. As of 2011.0 UT, Apollos numbered 4080 in the SBDB, comprising 53.9% of known NEOs. Atens have orbits crossing Earth's with periods less than Earth's. An Aten is therefore defined to have aphelion greater than 0.983 AU and a less than 1.0 AU. As of 2011.0 UT, Atens numbered 618 in the SBDB, comprising 8.2% of known NEOs. Atiras have orbits everywhere inferior to (inside of) Earth's. An Atira is therefore defined to have aphelion less than 0.983 AU. As of 2011.0 UT, Atiras numbered 11 in the SBDB, comprising 0.1% of known NEOs. It is no surprise that the largest n values are chiefly associated with Apollos and Atens. Because these orbits cross Earth's, distance to be covered in a given round trip mission time delta-t can be far less than is possible for Amors or Atiras . This delta-t or the sum of mission propulsive impulse magnitudes delta-v can more frequently be minimized to enhance NHATS compliance for Apollos and Atens than is generally the case for Amors and Atiras. A less intuitive trend in NHATS results is that Atens nearly outnumber the more numerous Apollos among the most compliant NEOs as measured by n. This trend is completely out of proportion to the degree Atens are represented among the known NEO population. A theory based on geocentric NEO dynamics is presented by this paper to explain why Atens enjoy inherently greater accessibility than do Apollos. Another trend evident from mapping into (a, e, i) space is the dearth of known NEOs at low e when a < 1 AU. Underrepresentation of Atens and Atiras in the NEO catalog is at least in part attributable to observing exclusively from a perspective near Earth. Generally inferior Aten and Atira orbits are rarely, if ever, in Earth's night sky. Until a comprehensive NEO survey is conducted from an appropriateegion remote from Earth, the theory developed in this paper indicates a substantial fraction of the most accessible NEOs will remain unknown. season. Such a season is really yet another undetermined HSF architecture option. A launch season's duration will likely be measured in weeks, and it will be utilized at an indeterminate point almost certainly more than a decade in the future when HSF programmatic maturity is sufficient. Furthermore, current knowledge of the NEO population relevant to HSF is far from complete. In the 100-m-diameter class of greatest interest, only a few percent of the estimated NEO population is known [2, Figure 2.4]. Therefore, any known, lost, or fictitious NEO in a highly accessible orbit is a potential HSF destination of merit. Even if lost, fictitious, small, or hazardous, such a potential target (or another in a similar orbit) may ultimately prove to be an early HSF destination when the pertinent NEO population is more thoroughly catalogued and NEO orbits are more thoroughly maintained at high accuracy. This paper first reviews methodology and pertinent results from NASA-sponsored research performed in late 2010 and dubbed NEO HSF Accessible Targets Study (NHATS, pronounced as "gnats"). A useful accessibility metric developed during this study is n, the tally of NHATS-
Barbee, Brent↗
HERRO: A Science-Oriented Strategy for Crewed Missions Beyond LEO
This paper presents an exploration strategy for human missions beyond Low Earth Orbit (LEO) and the Moon that combines the best features of human and robotic spaceflight. This "Human Exploration using Real-time Robotic Operations" (HERRO) strategy refrains from placing humans on the surfaces of the Moon and Mars in the near-term. Rather, it focuses on sending piloted spacecraft and crews into orbit around exploration targets of interest, such as Mars, and conducting astronaut exploration of the surfaces using telerobots and remotely controlled systems. By eliminating the significant communications delay with Earth due to the speed of light limit, teleoperation provides scientists real-time control of rovers and other sophisticated instruments, in effect giving them a "virtual presence" on planetary surfaces, and thus expanding the scientific return at these destinations. It also eliminates development of the numerous man-rated landers, ascent vehicles and surface systems that are required to land humans on planetary surfaces. The propulsive requirements to travel from LEO to many destinations with shallow gravity-wells in the inner solar system are quite similar. Thus, a single spacecraft design could perform a variety of missions, including orbit-based surface exploration of the Moon, Mars and Venus, and rendezvous with Near Earth Asteroids (NEAs), as well as Phobos and Deimos. Although HERRO bypasses many of the initial steps that have been historically associated with human space exploration, it opens the door to many new destinations that are candidates for future resource utilization and settlement. HERRO is a first step that takes humans to exciting destinations beyond LEO, while expanding the ability to conduct science within the inner solar system.
Schmidt, George R.↗
Launch and Assembly Reliability Analysis for Human Space Exploration Missions
NASA's future human space exploration strategy includes single and multi-launch missions to various destinations including cis-lunar space, near Earth objects such as asteroids, and ultimately Mars. Each campaign is being defined by Design Reference Missions (DRMs). Many of these missions are complex, requiring multiple launches and assembly of vehicles in orbit. Certain missions also have constrained departure windows to the destination. These factors raise concerns regarding the reliability of launching and assembling all required elements in time to support planned departure. This paper describes an integrated methodology for analyzing launch and assembly reliability in any single DRM or set of DRMs starting with flight hardware manufacturing and ending with final departure to the destination. A discrete event simulation is built for each DRM that includes the pertinent risk factors including, but not limited to: manufacturing completion; ground transportation; ground processing; launch countdown; ascent; rendezvous and docking, assembly, and orbital operations leading up to trans-destination-injection. Each reliability factor can be selectively activated or deactivated so that the most critical risk factors can be identified. This enables NASA to prioritize mitigation actions so as to improve mission success.
Cates, Grant↗