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NASA NTRS2024

Enhancing the Payload Development Process for Lunar Gateway and Lunar Surface Science & Exploration: Space Biology Beyond Low-Earth-Orbit Instrumentation and Science Series (BLISS) Science Working Group 2023-2024 Annual Report

Space biology BLEO research is inherently driven by the differences between the LEO and BLEO environments, which can be broadly characterized by the five-hazard “RIDGE” paradigm (Radiation, Isolation, Distance, Gravity, Environment, e.g., similar to Figure 2 in (1)). Thus, the envisioned goals over the next decade will include using the cislunar and lunar surface environments to (A) characterize deep-space environments including biological effects of radiation and other stressors, (B) gain experience from isolation of very small groups in very small enclosures, (C) learn to compensate for distance from Earth via in situ resource utilization (ISRU) and bioregenerative life support, (D) gain assurance that all aspects of deep-space exploration can proceed in altered or artificial gravity environments, (E) develop essential adaptation scenarios for the built (e.g., low pressure) and external (e.g., temperature extremes, dust) environments.

Biology↗
NASA NTRS2009

Hypervelocity Impacts on ISS Handrails and Evaluation of Alternative Materials to Prevent Extravehicular Mobility Unit (EMU) Glove Damage During EVA

During post-flight processing of STS-116, damage to crewmember Robert Curbeam's Phase VI Glove Thermal Micrometeoroid Garment was discovered. This damage consisted of: loss of RTV-157 palm pads on the thumb area on the right glove, a 0.75 inch cut in the Vectran adjacent to the seam and thumb pad (single event cut), constituting the worst glove damage ever recorded for the U.S. space program. The underlying bladder and restraint were found not be damaged by this event. Evaluation of glove damage found that the outer Vectran fibers were sliced as a result of contact with a sharp edge or pinch point rather than general wear or abrasion (commonly observed on the RTV pads). Damage to gloves was also noted on STS-118 and STS-120. One potential source of EMU glove damages are sharp crater lips on external handrails, generated by micrometeoroid and orbital debris (MMOD) impacts. In this paper, the results of a hypervelocity impact (HVI) test program on representative and actual ISS handrails are presented. These tests were performed in order to characterize impact damage profiles on ISS handrails and evaluate alternatives for limiting risk to future missions. It was determined that both penetrating and non-penetrating MMOD impacts on aluminum and steel ISS handrails are capable of generating protruding crater profiles which exceed the heights required for EMU glove abrasion risk by an order of magnitude. Testing demonstrated that flexible overwraps attached to the outside of existing handrails are capable of limiting contact between hazardous crater formations and crewmember gloves during extravehicular activity (EVA). Additionally, replacing metallic handrails with high strength, low ductility, fiber reinforced composite materials would limit the formation of protruding crater lips on new ISS modules.

Ryan, Shannon↗
NASA NTRSDate not supplied

Building Capacity for Policy-makers in a Virtual Setting: Providing Tools to Analyze Wildfire Smoke Plumes and Their Impacts

The NASA DEVELOP Program conducted 10-week long feasibility projects in a remote work setting, including partnering with The Nature Conservancy’s Washington Chapter and the Puget Sound Clean Air Agency to investigate wildfire smoke from 2000 - 2020 in the Pacific Northwest using satellite-derived data. The team engaged with platforms for collaboration both internally with NASA affiliates and externally with community organizations. Working from multiple states, the team members used a variety of software including Google Meet, Microsoft Teams, and Google Earth Engine to foster communication and work with data in a shared virtual environment. Throughout the project, the team learned that executing the project in a distanced work setting made it easier to reach out to scientists across the country for expertise and guidance. To study changes in air quality resulting from wildfire smoke, the team utilized data from NASA’s Fire Information from Resource Management System (FIRMS) and the ESA’s Sentinel-5 TROPOspheric Monitoring Instrument (TROPOMI). The team created a Google Earth Engine web-based tool, “Plume Hazards and Observations of Emissions by Navigating an Interactive eXplorer” (PHOENIX), to visualize changes in pollutants and aerosol optical depth after fire events. The potential relationship between plume height and fire radiative power was evaluated by using NASA’s Moderate Resolution Imaging Spectroradiometer (MODIS) aboard Aqua and Terra satellites and NASA’s Multi-angle Imaging SpectroRadiometer (MISR) aboard Terra with the MISR INteractive eXplorer (MINX). The PHOENIX smoke assessment tool and science communication infographics will be shared electronically with the partner organizations. Furthermore, the team introduced the partners to MINX and will provide a tailored tutorial that included a recorded video and a written component with a live virtual workshop. These resources build capacity for further research and education on wildfire smoke and air quality within communities.

NASA DEVELOP↗
NASA NTRS1999

Ignition, Transition, Flame Spread in Multidimensional Configurations in Microgravity

In the inhabited quarters of orbiting spacecraft, fire is a greatly feared hazard. Thus, the fire safety strategy in a spacecraft is (1) to keep any fire as small as possible, (2) to detect any fire as early as possible, and (3) to extinguish any fire as quickly as possible. This suggests that a material which undergoes a momentary ignition might be tolerable but a material which permits a transition from a localized ignition to flame spread would significantly increase the fire hazard in a spacecraft. If the transition does not take place, fire growth does not occur. Therefore, it is critical to understand what process controls the transition. Many previous works have studied ignition and flame spread separately or were limited to a two-dimensional configuration. In this study, time-dependent phenomena of the transition over a thermally thin sample is studied experimentally and theoretically in two- and three-dimensional (2D,3D) configurations. Furthermore, localized ignition can be initiated at the center portion of thermally thin paper sample instead of at one end of the sample. Thus, the transition to flame spread could occur either toward upstream or downstream or both directions simultaneously with an external flow. In this presentation, the difference in the transition between the 3D and 2D configurations is explained with the numerically calculated data. For sufficiently narrow samples edge effects exist. Some results on this issue are presented. New analysis of the surface smoldering experiments conducted in the space shuttle STS-75 flight is also described.

Kashiwagi, Takashi↗
NASA NTRS2012

Benefits of a Single-Person Spacecraft for Weightless Operations

Historically, less than 20 percent of crew time related to extravehicular activity (EVA) is spent on productive external work.1 A single-person spacecraft with 90 percent efficiency provides productive new capabilities for maintaining the International Space Station (ISS), exploring asteroids, and servicing telescopes or satellites. With suits, going outside to inspect, service or repair a spacecraft is time-consuming, requiring pre-breathe time, donning a fitted space suit, and pumping down an airlock. For ISS, this is between 12.5 and 16 hours for each EVA, not including translation and work-site set up. The work is physically demanding requiring a day of rest between EVAs and often results in suit-induced trauma with frequent injury to astronauts fingers2. For maximum mobility, suits use a low pressure, pure oxygen atmosphere. This represents a fire hazard and requires pre-breathing to reduce the risk of decompression sickness (bends). With virtually no gravity, humans exploring asteroids cannot use legs for walking. The Manned Maneuvering Unit offers a propulsive alternative however it is no longer in NASA s flight inventory. FlexCraft is a single person spacecraft operating at the same cabin atmosphere as its host so there is no risk of the bends and no pre-breathing. This allows rapid, any-time access to space for repeated short or long EVAs by different astronauts. Integrated propulsion eliminates hand-over-hand translation or having another crew member operate the robotic arm. The one-size-fits-all FlexCraft interior eliminates the suit part inventory and crew time required to fit all astronauts. With a shirtsleeve cockpit, conventional displays and controls are used and because the work is not strenuous no rest days are required. Furthermore, there is no need for hand tools because manipulators are equipped with force multiplying end-effectors that can deliver the precise torque for the job.

Griffin, Brand N.↗
NASA NTRSDate not supplied

Lunar Transport Vehicle Ocupant Protection Requirements

INTRODUCTION The National Aeronautics and Space Administration (NASA) is preparing for future Artemis missions that will return humans to the lunar surface. A critical piece of these future missions is the Lunar Transport Vehicle (LTV), a transportation device to be used on the lunar surface. A vehicular method of transportation will allow for longer duration missions with increased capabilities to conduct research and transport soil, geological samples, or other materials of interest. The objective of this project is to provide occupant protection guidance for the design of the LTV. METHODS At the time of writing of occupant protection requirements, much of the LTV design is unknown. However, several general assumptions have been established. It is assumed that the LTV will be an unpressurized crewed rover with the occupant(s) wearing an EVA suit. Additionally, the occupant must be protected using established health limits as governing criteria to protect the occupant from hazardous levels of acceleration, jerk, and vibration. In addition to the health limits, it is expected that the LTV shall provide a comfortable transportation solution to Lunar operations. Several restraint configurations have been considered to allow for seated and standing operation of the vehicle. RESULTS Preliminary recommendations and metrics were put forward by a cross functional working group with members from Johnson Space Center and Ames Research Center. Exposure to acceleration, vibration, and jerk metrics above the proposed limits could create a risk of occupant injury. In addition to satisfying crew health needs, these limits permit the occupant to meet performance objectives including operating the vehicle and reading displays while traversing the Lunar surface. Initial guidance was refined during a Technical Interchange Meeting with external subject matter experts in industry, academia, and United States Air Force. CONCLUSION Operating a crewed vehicle in a lunar environment is a novel problem with few analogs to provide data. Based on terrestrial data from ISO & MIL Standards, occupant protection recommendations have been identified with several assumptions made about reduced gravity and deconditioned occupants. If the design of the vehicle attenuates energetics to levels below those put forward, there is high confidence the occupant will be able to repetitively operate the vehicle without physical harm or operational issues.

K Dolick↗
NASA NTRS2013

Calculating and Mitigating the Risk of a Cut Glove to a Space Walking Astronaut

One of the high risk operations on the International Space Station (ISS) is conducting a space walk, or an Extra Vehicular Activity (EVA). Threats to the space walking crew include airlock failures, space suit failures, and strikes from micro ]meteoroids and orbital debris (MM/OD). There are risks of becoming untethered from the space station, being pinched between the robotic arm and a piece of equipment, tearing your suit on a sharp edge, and other human errors that can be catastrophic. For decades NASA identified and tried to control sharp edges on external structure and equipment by design; however a new and unexpected source of sharp edges has since become apparent. Until recently, one of the underappreciated environmental risks was damage to EVA gloves during a spacewalk. The ISS has some elements which have been flying in the environment of space for over 14 years. It has and continues to be bombarded with MM/OD strikes that have created small, sharp craters all over the structure, including the dedicated EVA handrails and surrounding structure. These craters are capable of cutting through several layers of the EVA gloves. Starting in 2006, five EVA crewmembers reported cuts in their gloves so large they rendered the gloves unusable and in some cases cut the spacewalk short for the safety of the crew. This new hazard took engineers and managers by surprise. NASA has set out to mitigate this risk to safety and operations by redesigning the spacesuit gloves to be more resilient and designing a clamp to isolate MM/OD strikes on handrails, and is considering the necessity of an additional tool to repair strikes on non ]handrail surfaces (such as a file). This paper will address how the ISS Risk Team quantified an estimate of the MM/OD damage to the ISS, and the resulting likelihood of sustaining a cut glove in order to measure the effectiveness of the solutions being investigated to mitigate this risk to the mission and crew.

Castillo, Theresa↗
NASA NTRS1995

Ignition and subsequent transition to flame spread in a microgravity environment

The fire safety strategy in a spacecraft is (1) to detect any fire as early as possible, (2) to keep any fire as small as possible, and (3) to extinguish any fire as quickly as possible. This suggests that a material which undergoes a momentary, localized ignition might be tolerable but a material which permits a transition to flame spread would significantly increase the fire hazard. Therefore, it is important to understand how the transition from localized ignition to flame spread occurs and what parameters significantly affect the transition. The fundamental processes involved in ignition and flame spread have been extensively studied, but they have been studied separately. Some of the steady state flame models start from ignition to reach a steady state, but since the objective of such a calculation is to obtain the steady state flame spread rate, the calculation through the transition process is made without high accuracy to save computational time. We have studied the transition from a small localized ignition at the center of a thermally thin paper in a microgravity environment. The configuration for that study was axisymmetric, but more general versions of the numerical scheme have been developed by including the effects of a slow, external flow in both two and three dimensions. By exploiting the non-buoyant nature of the flow, it is possible to achieve resolution of fractions of millimeters for 3D flow domains on the order of 10 centimeters. Because the calculations are time dependent, we can study the evolution of multiple flame fronts originating from a localized ignition source. The interaction of these fronts determines whether or not they will eventually achieve steady state spread. Most flame spread studies in microgravity consider two-dimensional flame spread initiated by ignition at one end of a sample strip with or against a slow external flow. In this configuration there is only one flame front. A more realistic scenario involves separate, oppositely directed fronts in two dimensions, or a continuous, radially directed front in three dimensions. We present here some results of both the two and three dimensional codes.

Kashiwagi, Takashi↗
NASA NTRS2000

Using Model-Based Reasoning for Autonomous Instrument Operation

Multiprobe missions are an important part of NASA's future: Cluster, Magnetospheric Multi Scale, Global Electrodynamics and Magnetospheric Constellation are representatives from the Sun-Earth Connections Theme. To make such missions robust, reliable, and affordable, ideally the many spacecraft of a constellation must be at least as easy to operate as one spacecraft is today. To support this need for scalability, science instrumentation must become increasingly easy to operate, even as this same instrumentation becomes more capable and advanced. Communication and control resources will be at a premium for future instruments. Many missions will be out of contact with ground operators for extended periods either to reduce operations cost or because of orbits that limit communication to weekly perigee transits. Autonomous capability is necessary if such missions are to effectively achieve their operational objectives. An autonomous system is one that acts given its situation in a mission appropriate manner without external direction to achieve mission goals. To achieve this capability autonomy must be built into the system through judicious design or through a built-in intelligence that recognizes system state and manages system response. To recognize desired or undesired system states, the system must have an implicit or explicit understanding of its expected states given its history and self observations. The systems we are concerned with, science instruments, can have stringent requirements for system state knowledge in addition to requirements driven by health and safety concerns. Without accurate knowledge of the system state, the usefulness of the science instrument may be severely limited. At the same time, health and safety concerns often lead to overly conservative instrument operations further reducing the effectiveness of the instrument. These requirements, coupled with overall mission requirements including lack of communication opportunities and tolerance of environmental hazards, frame the problem of constructing autonomous science instruments. we are developing a model of the Low Energy Neutral Atom instrument (LENA) that is currently flying on board the Imager for Magnetosphere-to-Aurora Global Exploration (IMAGE) spacecraft. LENA is a particle detector that uses high voltage electrostatic optics and time-of-flight mass spectrometry to image neutral atom emissions from the denser regions of the Earth's magnetosphere. As with most spacecraft borne science instruments, phenomena in addition to neutral atoms are detected by LENA. Solar radiation and energetic particles from Earth's radiation belts are of particular concern because they may help generate currents that may compromise LENA's long term performance. An explicit model of the instrument response has been constructed and is currently in use on board IMAGE to dynamically adapt LENA to the presence or absence of energetic background radiations. The components of LENA are common in space science instrumentation, and lessons learned by modelling this system may be applied to other instruments. This work demonstrates that a model-based approach can be used to enhance science instrument effectiveness. Our future work involves the extension of these methods to cover more aspects of LENA operation and the generalization to other space science instrumentation.

Johnson, Mike↗
NASA NTRS1996

Application of pneumatic lift and control surface technology to advanced transport aircraft

The application of pneumatic (blown) aerodynamic technology to both the lifting and the control surfaces of advanced transport aircraft can provide revolutionary changes in the performance and operation of these vehicles, ranging in speed regime from Advanced Subsonic Transports to the High Speed Civil Transport, and beyond. This technology, much of it based on the Circulation Control Wing blown concepts, can provide aerodynamic force augmentations of 80 to 100 (i.e., return of 80-100 pounds of force per pound of input momentum from the blowing jet). This can be achieved without use of external mechanical surfaces. Clever application of this technology can provide no-moving-part lifting surfaces (wings/tails) integrated into the control system to greatly simplify aircraft designs while improving their aerodynamic performance. Lift/drag ratio may be pneumatically tailored to fit the current phase of the flight, and takeoff/landing performance can be greatly improved by reducing ground roll distances and liftoff/touchdown speeds. Alternatively, great increases in liftoff weights and payloads are possible, as are great reductions in wing and tail planform size, resulting in optimized cruise wing designs. Furthermore, lift generation independent of angle of attack provides much promise for increased safety of flight in the severe updrafts/downdrafts of microbursts and windshears, which is further augmented by the ability to sustain flight at greatly reduced airspeeds. Load-tailored blown wings can also reduce tip vorticity during highlift operations and the resulting vortex wake hazards near terminal areas. Reduced noise may also be possible as these jets can be made to operate at low pressures. The planned presentation will support the above statements through discussions of recent experimental and numerical (CFD) research and development of these advanced blown aerodynamic surfaces, portions of which have been conducted for NASA. Also to be presented will be predicted performance of advanced transports resulting from these devices. Suggestions will be presented for additional innovative high-payoff research leading to further confirmation of these concepts and their application to advanced efficient commercial transport aircraft.

Englar, Robert J.↗
NASA NTRS2007

Recovery of Space Shuttle Columbia and Return to Flight of Space Shuttle Discovery

NASA has come a long way in our journey to reduce the risks of operating the Spse Shuttle system. The External Tank bipod Thermal Protection System has been redesigned to eliminate the proximate cause of the Columbia accident. In all areas, we have applied the collective knowledge and capabilities of our Nation to comply with the Columbia Accident Investigation Board recommendations and to raise the bar beyond that. We have taken prudent technical action on potential threats to review and verify the material condition of all critical areas where failure could result in catastrophic loss of the crew and vehicle. We are satisfied that critical systems and elements should operate as intended-safely and reliably. While we will never eliminate all the risks from our human space flight programs, we have eliminated those we can and reduced, controlled, and/or mitigated others. The remaining identified risks will be evaluated for acceptance. Our risk reduction approach has its roots in the system safety engineering hierarchy for hazard abatement long employed in aerospace systems engineering. The components of the hierarchy are, in order of precedence, to: design/redesign; eliminate the hazard/risk; reduce the hazard/risk; and control the hazard/risk and/or mitigate the consequence of the remaining hazard/risk through warning devices, special procedures/capabilities, and/or training. This proven approach to risk reduction has been applied to potential hazards and risks in all critical areas of the Space Shuttle and has guided us through the technical challenges, failures, and successes present in return to flight endeavors. This approach provides the structured deliberation process required to verify and form the foundation for accepting any residual risk across the entire Space Shuttle Program by NASA leadership.

Rudolphi, Michael U.↗
NASA NTRS2014

ARES Biennial Report 2012 Final

Since the return of the first lunar samples, what is now the Astromaterials Research and Exploration Science (ARES) Directorate has had curatorial responsibility for all NASA-held extraterrestrial materials. Originating during the Apollo Program (1960s), this capability at Johnson Space Center (JSC) included scientists who were responsible for the science planning and training of astronauts for lunar surface activities as well as experts in the analysis and preservation of the precious returned samples. Today, ARES conducts research in basic and applied space and planetary science, and its scientific staff represents a broad diversity of expertise in the physical sciences (physics, chemistry, geology, astronomy), mathematics, and engineering organized into three offices (figure 1): Astromaterials Research (KR), Astromaterials Acquisition and Curation (KT), and Human Exploration Science (KX). Scientists within the Astromaterials Acquisition and Curation Office preserve, protect, document, and distribute samples of the current astromaterials collections. Since the return of the first lunar samples, ARES has been assigned curatorial responsibility for all NASA-held extraterrestrial materials (Apollo lunar samples, Antarctic meteorites - some of which have been confirmed to have originated on the Moon and on Mars - cosmic dust, solar wind samples, comet and interstellar dust particles, and space-exposed hardware). The responsibilities of curation consist not only of the longterm care of the samples, but also the support and planning for future sample collection missions and research and technology to enable new sample types. Curation provides the foundation for research into the samples. The Lunar Sample Facility and other curation clean rooms, the data center, laboratories, and associated instrumentation are unique NASA resources that, together with our staff's fundamental understanding of the entire collection, provide a service to the external research community, which relies on access to the samples. The curation efforts are greatly enhanced by a strong group of planetary scientists who conduct peerreviewed astromaterials research. Astromaterials Research Office scientists conduct peer-reviewed research as Principal or Co-Investigators in planetary science (e. g., cosmochemistry, origins of solar systems, Mars fundamental research, planetary geology and geophysics) and participate as Co-Investigators or Participating Scientists in many of NASA's robotic planetary missions. Since the last report, ARES has achieved several noteworthy milestones, some of which are documented in detail in the sections that follow. Within the Human Exploration Science Office, ARES is a world leader in orbital debris research, modeling and monitoring the debris environment, designing debris shielding, and developing policy to control and mitigate the orbital debris population. ARES has aggressively pursued refinements in knowledge of the debris environment and the hazard it presents to spacecraft. Additionally, the ARES Image Science and Analysis Group has been recognized as world class as a result of the high quality of near-real-time analysis of ascent and on-orbit inspection imagery to identify debris shedding, anomalies, and associated potential damage during Space Shuttle missions. ARES Earth scientists manage and continuously update the database of astronaut photography that is predominantly from Shuttle and ISS missions, but also includes the results of 40 years of human spaceflight. The Crew Earth Observations Web site (http://eol.jsc.nasa.gov/Education/ESS/crew.htm) continues to receive several million hits per month. ARES scientists are also influencing decisions in the development of the next generation of human and robotic spacecraft and missions through laboratory tests on the optical qualities of materials for windows, micrometeoroid/orbital debris shielding technology, and analog activities to assess surface science operations. ARES serves as host to numerous students and visiting scientists as part of the services provided to the research community and conducts a robust education and outreach program. ARES scientists are recognized nationally and internationally by virtue of their success in publishing in peer-reviewed journals and winning competitive research proposals. ARES scientists have won every major award presented by the Meteoritical Society, including the Leonard Medal, the most prestigious award in planetary science and cosmochemistry; the Barringer Medal, recognizing outstanding work in the field of impact cratering; the Nier Prize for outstanding research by a young scientist; and several recipients of the Nininger Meteorite Award. One of our scientists received the Department of Defense (DoD) Joint Meritorious Civilian Service Award (the highest civilian honor given by the DoD). ARES has established numerous partnerships with other NASA Centers, universities, and national laboratories. ARES scientists serve as journal editors, members of advisory panels and review committees, and society officers, and several scientists have been elected as Fellows in their professional societies. This biennial report summarizes a subset of the accomplishments made by each of the ARES offices and highlights participation in ongoing human and robotic missions, development of new missions, and planning for future human and robotic exploration of the solar system beyond low Earth orbit.

Stansbery, Eileen↗
NASA NTRS2003

Evaluation of a Dispatcher's Route Optimization Decision Aid to Avoid Aviation Weather Hazards

This document describes the results and analysis of the formal evaluation plan for the Honeywell software tool developed under the NASA AWIN (Aviation Weather Information) 'Weather Avoidance using Route Optimization as a Decision Aid' project. The software tool aims to provide airline dispatchers with a decision aid for selecting optimal routes that avoid weather and other hazards. This evaluation compares and contrasts route selection performance with the AWIN tool to that of subjects using a more traditional dispatcher environment. The evaluation assesses gains in safety, in fuel efficiency of planned routes, and in time efficiency in the pre-flight dispatch process through the use of the AWIN decision aid. In addition, we are interested in how this AWIN tool affects constructs that can be related to performance. The construct of Situation Awareness (SA), workload, trust in an information system, and operator acceptance are assessed using established scales, where these exist, as well as through the evaluation of questionnaire responses and subject comments. The intention of the experiment is to set up a simulated operations area for the dispatchers to work in. They will be given scenarios in which they are presented with stored company routes for a particular city-pair and aircraft type. A diverse set of external weather information sources is represented by a stand-alone display (MOCK), containing the actual historical weather data typically used by dispatchers. There is also the possibility of presenting selected weather data on the route visualization tool. The company routes have not been modified to avoid the weather except in the case of one additional route generated by the Honeywell prototype flight planning system. The dispatcher will be required to choose the most appropriate and efficient flight plan route in the displayed weather conditions. The route may be modified manually or may be chosen from those automatically displayed.

Dorneich, Michael C.↗
NASA NTRS2009

Chemochromic Hydrogen Leak Detectors

At NASA, hydrogen safety is a key concern for space shuttle processing. Leaks of any level must be quickly recognized and addressed due to hydrogen s lower explosion limit. Chemo - chromic devices have been developed to detect hydrogen gas in several embodiments. Because hydrogen is odorless and colorless and poses an explosion hazard, there is an emerging need for sensors to quickly and accurately detect low levels of leaking hydrogen in fuel cells and other advanced energy- generating systems in which hydrogen is used as fuel. The device incorporates a chemo - chromic pigment into a base polymer. The article can reversibly or irreversibly change color upon exposure to hydrogen. The irreversible pigment changes color from a light beige to a dark gray. The sensitivity of the pigment can be tailored to its application by altering its exposure to gas through the incorporation of one or more additives or polymer matrix. Furthermore, through the incorporation of insulating additives, the chemochromic sensor can operate at cryogenic temperatures as low as 78 K. A chemochromic detector of this type can be manufactured into any feasible polymer part including injection molded plastic parts, fiber-spun textiles, or extruded tapes. The detectors are simple, inexpensive, portable, and do not require an external power source. The chemochromic detectors were installed and removed easily at the KSC launch pad without need for special expertise. These detectors may require an external monitor such as the human eye, camera, or electronic detector; however, they could be left in place, unmonitored, and examined later for color change to determine whether there had been exposure to hydrogen. In one type of envisioned application, chemochromic detectors would be fabricated as outer layers (e.g., casings or coatings) on high-pressure hydrogen storage tanks and other components of hydrogen-handling systems to provide visible indications of hydrogen leaks caused by fatigue failures or other failures in those systems. In another type of envisioned application, chemochromic detectors of this type could be optoelectronically instrumented for monitoring to provide measured digital indications of color changes indicative of the presence of hydrogen.

Roberson, Luke↗
NASA NTRS2011

An Overview of STS-132 MRM1 Cargo Element Thermal Model Development and Analyses

STS-132 was launched in May 2010 and delivered the Russian Mini Research Module 1 (MRM1) cargo element to the International Space Station as part of the ULF-4 assembly flight. The cargo element consisted of the module outfitted with externally mounted Multi-purpose Laboratory Module (MLM) Airlock, MLM radiator, Portable Work Platform (PWP), and a European Robotic Arm (ERA) spare elbow. Prior to every Shuttle flight, hardware developers are required to determine compatibility of their hardware to thermal environments experienced during the Shuttle mission and once the element is integrated with the ISS. Thermal models are provided to the Shuttle program to determine the impact of the payload on the Orbiter hardware, as well as the ISS program to determine impacts on other ISS payloads in the Orbiter. Historically the Russian International Partner (IP) develops models in formats not compatible with software used by Space Shuttle or ISS programs. This prompted NASA and Lockheed Martin to develop a unique set of thermal models for the MRM1 cargo element. Subsequent ULF-4 mission analyses performed with the models assessed the launch to activation response, identified operational criteria documented in flight rules, and ensured compliance with the mission timeline and no hazards to the crew, orbiter, or ISS. This presentation provides an overview of the work performed, depicts unique approaches in model development, discusses lessons learned, and issue resolution approaches. Though development and analysis efforts spanned over four years and presented various integration challenges it provided an example of successful collaboration with our International Partners.

Perez, Miguel Fernando↗
NASA NTRS1979

Preflight status of the External Tank portion of the Space Shuttle Main Propulsion System

The development progress of the External Tank (ET) of the Shuttle Main Propulsion System (MPS) is described. 87% of ET propulsion components have satisfactorily completed qualification tests in preparation for the first Shuttle flight and their performance has been verified in the Main Propulsion Test Article (MPTA) firings of up to 100 seconds duration. The design changes in the LH2 tank pressurant diffuser, the LO2 feed system, and the ground test LO2 tank are discussed. Propellant loading information from MPTA tests may be used to predict loading operations and performance at KSC and VAFB, while ullage pressure profiles and boil-off rates during loading, chilldown rates, and final bulk density data have been obtained with geyser suppression evaluated and loading procedures established and verified. The MPTA test experience provided data to evaluate pressurization system and ET to Orbiter interface propellant performance noting thus that the fluid interface requirements will be satisfied for the first Shuttle flight. The Intertank inerting system was found to be effective in minimizing hazardous gas mixtures and full scale separation tests of the ET to Ground Umbilical Carrier Plate system were successfully completed.

Norquist, L.↗
NASA NTRS2011

External Tank Program - Legacy of Success

The largest single element of Space Shuttle is the External Tank (ET), which serves as the structural backbone of the vehicle during ascent and provides liquid propellants to the Orbiter s three Main Engines. The ET absorbs most of the seven million pounds of thrust exerted by the Solid Rocket Boosters and Main Engines. The design evolved through several block changes, reducing weight each time. Because the tank flies to orbital velocity with the Space Shuttle Orbiter, minimization of weight is mandatory, to maximize payload performance. The initial configuration, the standard weight tank, weighed 76,000 pounds and was an aluminum 2219 structure. The light weight tank weighed 66,000 pounds and flew 86 missions. The super light weight tank weighed 58,500 pounds and was primarily an aluminum-lithium structure. The final configuration and low weight enabled system level performance sufficient for assembly of the International Space Station in a high inclination orbit, vital for international cooperation. Another significant challenge was the minimization of ice formation on the cryogenic tanks. This was essential due to the system configuration and the choice of ceramic thermal protection system materials on the Orbiter. Ice would have been a major debris hazard. Spray on foam insulation materials served multiple functions including thermal insulation, conditioning of cryogenic propellants, and thermal protection for the tank structure during ascent and entry. The tank is large, and unique manufacturing facilities, tooling, and handling, and transportation operations were developed. Weld processes and tooling evolved with the design as it matured through several block changes. Non Destructive Evaluation methods were used to assure integrity of welds and thermal protection system materials. The aluminum-lithium alloy was used near the end of the program and weld processes and weld repair techniques had to be refined. Development and implementation of friction stir welding was a substantial technology development incorporated during the Program. Automated thermal protection system application processes were developed for the majority of the tank surface. Material obsolescence was an issue throughout the multi-decade program. Process controls were implemented to assure cleanliness in the production environment, to control contaminants, and to preclude corrosion. Each tank was accepted via rigorous inspections, including non-destructive evaluation techniques, proof testing, and all systems testing. In the post STS-107 era, the project focused on ascent debris risk reduction. This was accomplished via stringent process controls, post flight assessment using substantially improved imagery, and selective redesigns. These efforts were supported with a number of test programs to simulate combined environments. The debris risk was reduced by two orders of magnitude. During this time a major natural disaster was overcome when hurricane Katrina damaged the manufacturing facility. Numerous lessons from these efforts, the manufacturing and material processing issues, the key design features, and evolution of the design will be discussed.

Pilet, Jeffery C.↗
NASA NTRS2014

Robonaut 2 - IVA Experiments On-Board ISS and Development Towards EVA Capability

Robonaut 2 (R2) has completed its fixed base activities on-board the ISS and is scheduled to receive its climbing legs in early 2014. In its continuing line of firsts, the R2 torso finished up its on-orbit activities on its stanchion with the manipulation of space blanket materials and performed multiple tasks under teleoperation control by IVA astronauts. The successful completion of these two IVA experiments is a key step in Robonaut's progression towards an EVA capability. Integration with the legs and climbing inside the ISS will provide another important part of the experience that R2 will need prior to performing tasks on the outside of ISS. In support of these on-orbit activities, R2 has been traversing across handrails in simulated zero-g environments and working with EVA tools and equipment on the ground to determine manipulation strategies for an EVA Robonaut. R2 made significant advances in robotic manipulation of deformable materials in space while working with its softgoods task panel. This panel features quarter turn latches that secure a space blanket to the task panel structure. The space blanket covers two cloth cubes that are attached with Velcro to the structure. R2 was able to open and close the latches, pull back the blanket, and remove the cube underneath. R2 simulated cleaning up an EVA worksite as well, by replacing the cube and reattaching the blanket. In order to interact with the softgoods panel, R2 has both autonomously and with a human in the loop identified and localized these deformable objects. Using stereo color cameras, R2 identified characteristic elements on the softgoods panel then extracted the location and orientation of the object in its field of view using stereo disparity and kinematic transforms. R2 used both vision processing and supervisory control to successfully accomplish this important task. Teleoperation is a key capability for Robonaut's effectiveness as an EVA system. To build proficiency, crewmembers have attempted increasingly difficult tasks using R2 inside the Station. After donning motion capture equipment and a virtual reality visor, Expedition 34/35 flight engineer Tom Marshburn began operations with simple hand movements. Having gained confidence, Marshburn guided R2's arms in a leader-follower exercise with crewmate Chris Cassidy. He was also able to use the hand to grab a tumbling roll of tape, a task only demonstrable in microgravity. Later efforts saw Cassidy handle softgoods through shared control with ground operators, mimicking an activity previously achieved using only autonomy. Robotic climbing through the ISS on handrails requires both precision motion and compliant grasps in order to both position grippers on handrails/seat track and prevent large internal forces. R2 climbs using actively controlled compliance and torque limiting to meet both the precision and softness requirements. During a step, the attached leg is controlled to be strong and stiff in order to maintain precision trajectory tracking. The swing leg is controlled to be stiff but weak to minimize unintentional impact forces while maintaining precision. During a simulated dual limb grasp (as shown in Figure 1), the R2 controller maintains one limb rigid and one limb soft to prevent large internal forces from building up. R2's grippers also use a form of force control to limit grip force while not fully closed on either a handrail or seat track thus limiting unintentional forces on cables/objects that may be present in R2's translational path. The on-board torso R2 safety system relies on a single end-effector velocity limit to prevent potential impact forces from exceeding Station maximum load requirements. R2's mobile configuration required modifications to the velocity limiting safety function due to its large, dynamic inertia. R2's legs maneuver the robot's mass creating configuration dependent, joint-relative inertias. A single all-encompassing velocity limit to cover worst case inertia is prohibitively low. The upgraded R2 control and safety systems solve this problem using momentum limiting, momentum control, and kinetic energy minimization. Momentum and kinetic energy take the robot mass into account relieving low velocity restrictions on low inertia end-effectors while ensuring that the overall mass of R2 is limited from hazardous velocities. The momentum of R2's five safety nodes (each of the four end-effectors and the body) is monitored and compared to a single momentum limit. If any of the five nodes exceeds the safety limit, the motor power is removed and the robot comes to a stop. Momentum control/limiting also provides a simple, reliable method to integrate hand held tools into the safety system by providing the tool mass to the control system thus automatically reducing the allowable velocity of the end-effector with the tool. Work on the ground continues to build the skill set for an EVA Robonaut. Recent experiments (Figure 2) demonstrate how a teleoperator can use R2 to manipulate a tether hook, an important safety precaution on spacewalks. Another task displayed Robonaut's ability to pull back a protective jacket over a hose and search for damage, as well as inspect a quick-disconnect fitting for debris. Demonstrations such as these are indicative of EVA work done on ISS, specifically seen during a series of spacewalks over 2012 and 2013 where astronauts searched for an ammonia leak in one of the external cooling loops. Through experiments both on ISS and on the ground, R2 is evolving and providing the information needed to plan out the upgrades that will make an EVA Robonaut an effective tool. With the addition of legs, R2 will start climbing inside the space station and supply invaluable information on how the climbing strategies and task stabilization techniques must be refined. Ground R2 systems will continue to work with additional EVA tools and equipment in preparation for onboard IVA testing and future EVA applications.

Diftler, Myron↗