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Space Shuttle Main Engine Implications for the Abort-to-Orbit Off-the-Pad Study

In 2001, the Space Shuttle Main Engine (SSME) project office was contacted by the Space Shuttle Ascent Guidance, Navigation, and Control group to provide the engine perspective for an Abort-to-Orbit (ATO) study. The purpose of the AT0 Off-the-Pad study was to determine the feasibility of eliminating the Return to Launch Site and Transatlantic abort modes by using a five-segment solid rocket booster and throttling the remaining SSMEs to a higher power level. This would enable all abort modes to be Abort-to-Orbit. The SSME project office at Marshall Space Flight Center collaborated with MSFC's Space Transportation Directorate and Rocketdyne Propulsion and Power to provide the AT0 Off-the-Pad study with the analysis required. Power levels at 109%, 1 11% and 1 13% of rated power level were studied as well as mixture ratio decreases down to 5.85. SSME was to evaluate and define the technical and programmatic impacts to certify the SSME to these abort power levels. The SSME systems analysis group performed a steady state analysis using the SSME power balance model to determine if there were any technical issues associated with higher power level, low mixture ratio operation. Based on each power level/mixture ratio combination, an engine certification plan was created and a preliminary probabilistic risk assessment was performed. The results showed favorable results for higher power 1evel/lower mixture ratio SSME operation. In nearly all performance and redline parameters, the traded engine operation was encompassed by nominal engine performance of a prior engine configuration.

Schoffstoll, Dayna L.↗

The Ejectable Data Recorder: A Lean, Risk-Informed Approach for Hardware Development

NASA is developing the Orion spacecraft to transport crew from the Earth to the Moon as part of the Artemis series of missions. To provide a crew escape capability from pre-launch through ascent, the Orion vehicle is equipped with a Launch Abort System (LAS), built by Lockheed Martin, which pulls the capsule away from the launch vehicle in the event of an abort scenario. The Ascent Abort 2 (AA-2) test flight occurred on July 2, 2019,and tested a production version of the LAS to ensure that it can operate as intended, and to collect a large data set from hundreds of sensors on the vehicle to support Orion flight certification. In the original AA-2 architecture, a single-string set of communications antennas on the LAS would downlink all of the in-flight test data to ground stations. However, that communications architecture was predicted to have data dropouts during abort and jettison of the LAS, and would not support data transmission at all after LAS jettison. As a result, a comprehensive trade study was completed, yielding the addition of antennas on the crew module (CM), a buffer/rebroadcast capability for key portions of the flight, and an ejectable data recorder (EDR) subsystem. This EDR subsystem would serve as a backup to the radio frequency (RF) communications system, and would be non-flight critical, providing a unique capability that enabled management to take a different approach with the hardware and software development. The Crew Module and Separation Ring were developed as “Class 1”Flight Hardware, albeit with some tailoring approaches to enable efficiencies. The Class 1 designation requires full rigor for flight hardware and software, documenting everything that happens to a piece of hardware from procurement through disposal, requiring a full spectrum of acceptance tests, and the highest rigor of quality assurance processes. At the other end of the spectrum, Class 3hardware is controlled, but not intended for flight, and leaves the level of rigor up to the project manager. This classification is often used for research and development projects. Similarly,Class-1E has been recently defined at NASA for ISS payloads and technology development projects that are not flight critical and do not need the full rigor of Class 1 to be successful. The EDR subsystem was challenged at commencement to adopt a skunkworks and agile-like approach to hardware development, allowing for a different risk posture than the rest of the AA-2 hardware. After initially pursuing Class 1 processes, the EDR subsystem design evolved to incorporating numerous commercial components, leading to re-designation as a Class-1E subsystem. The resulting EDR subsystem was fully successful in meeting all flight system requirements, and achieved 100% retrieval of flight test data. This paper will discuss the risk posture of the EDR subsystem and the subsequent tailoring that was enacted as part of its Class-1E status.

EDR↗

A Call To Action To Engage The Community To Meet The Challenges That Must Be Tackled To Make Electrified Aircraft Propulsion Real

Technology risk reduction is essential, as it is necessary to demonstrate the potential of Electrified Aircraft Propulsion (EAP). However, more is needed for implementation. The industry is leading EAP by developing a diverse community of novel vehicles from short-haul, small, urban-focused electric vertical takeoff and landing (eVTOL) to regional air mobility (RAM) and hybrid-electric, single-aisle transport category airplanes. There are a variety of novel EAP technologies for each of these novel vehicles. And the industry is not only looking at novel technology to advance the state of the art. Instead, the industry is looking to certify these novel aircraft through their regulatory authorities, such as the US Federal Aviation Administration (FAA), the European Union Aviation Safety Authority (EASA), Transport Canada Civil Aviation (TCCA), and Brazil’s Agência Nacional de Aviação Civil (National Civil Aviation Agency, ANAC), as well as other regulatory authorities. The NASA Electrified Powertrain Flight Demonstration (EPFD) project has partnered with two industry partners to advance integrated MW-class powertrain system technology demonstration that includes an assessment of their regulatory and standards gaps in their technology. The EPFD has conducted a generic regulatory gap analysis of hybrid electric engines that aligns with the industry partners’ efforts. The EPFD regulations and standards team is integrated into the industry standards community. The international industry standards community is wrestling with critical key challenges to certification. While some certification elements are proprietary, several technology elements cut across company propriety in aircraft engines (US 14 CFR Part 33 and EASA CS-E, regulations that only reflect reciprocating and turbine engines). The approach that several of these regulatory authorities have taken is to collaborate to address their challenges. The Certification Management Team (CMT) consists of the EASA, FAA, TCCA, and ANAC, and they have begun to address common questions, such as the Loss of Power Control (LOPC) for electric engines. They have reached out to the standards community to seek answers. The industry standards development organizations (SDO) have also looked ahead to address current regulations and standards gaps. The ASTM has built key committees in its ASTM F44 General Aviation Committee and F39 Aircraft Systems Committee. The SAE has established the E-40 Electric Propulsion and AE-10 High Voltage committees.

Standards↗

A Call To Action To Engage The Community To Meet The Challenges That Must Be Tackled To Make Electrified Aircraft Propulsion Real

Technology risk reduction is essential, as it is necessary to demonstrate the potential of Electrified Aircraft Propulsion (EAP). However, more is needed for implementation. The industry is leading EAP by developing a diverse community of novel vehicles from short-haul, small, urban-focused electric vertical takeoff and landing (eVTOL) to regional air mobility (RAM) and hybrid-electric, single-aisle transport category airplanes. There are a variety of novel EAP technologies for each of these novel vehicles. And the industry is not only looking at novel technology to advance the state of the art. Instead, the industry is looking to certify these novel aircraft through their regulatory authorities, such as the US Federal Aviation Administration (FAA), the European Union Aviation Safety Authority (EASA), Transport Canada Civil Aviation (TCCA), and Brazil’s Agência Nacional de Aviação Civil (National Civil Aviation Agency, ANAC), as well as other regulatory authorities. The NASA Electrified Powertrain Flight Demonstration (EPFD) project has partnered with two industry partners to advance integrated MW-class powertrain system technology demonstration that includes an assessment of their regulatory and standards gaps in their technology. The EPFD has conducted a generic regulatory gap analysis of hybrid electric engines that aligns with the industry partners’ efforts. The EPFD regulations and standards team is integrated into the industry standards community. The international industry standards community is wrestling with critical key challenges to certification. While some certification elements are proprietary, several technology elements cut across company propriety in aircraft engines (US 14 CFR Part 33 and EASA CS-E, regulations that only reflect reciprocating and turbine engines). The approach that several of these regulatory authorities have taken is to collaborate to address their challenges. The Certification Management Team (CMT) consists of the EASA, FAA, TCCA, and ANAC, and they have begun to address common questions, such as the Loss of Power Control (LOPC) for electric engines. They have reached out to the standards community to seek answers. The industry standards development organizations (SDO) have also looked ahead to address current regulations and standards gaps. The ASTM has built key committees in its ASTM F44 General Aviation Committee and F39 Aircraft Systems Committee. The SAE has established the E-40 Electric Propulsion and AE-10 High Voltage committees.

Standards↗

Identification of Vehicle Health Assurance Related Trends

Trend analysis in aviation as related to vehicle health management (VHM) was performed by reviewing the most current statistical and prognostics data available from the National Transportation Safety Board (NTSB) accident, the Federal Aviation Administration (FAA) incident, and the NASA Aviation Safety Reporting System (ASRS) incident datasets. In addition, future directions in aviation technology related to VHM research areas were assessed through the Commercial Aviation Safety Team (CAST) Safety Enhancements Reserved for Future Implementations (SERFIs), the National Transportation Safety Board (NTSB) Most-Wanted List and recent open safety recommendations, the National Research Council (NRC) Decadal Survey of Civil Aeronautics, and the Future Aviation Safety Team (FAST) areas of change. Future research direction in the VHM research areas is evidently strong as seen from recent research solicitations from the Naval Air Systems Command (NAVAIR), and VHM-related technologies actively being developed by aviation industry leaders, including GE, Boeing, Airbus, and UTC Aerospace Systems. Given the highly complex VHM systems, modifications can be made in the future so that the Vehicle Systems Safety Technology Project (VSST) technical challenges address inadequate maintenance crew's trainings and skills, and the certification methods of such systems as recommended by the NTSB, NRC, and FAST areas of change.

Phojanamongkolkij, Nipa↗

Multidisciplinary Dynamic Testing Challenges in Validating the NASA Artemis Architecture

NASA is in the midst of bold and exciting next steps in human exploration and spaceflight. The designs of the new Space Launch System (SLS), the Orion spacecraft and the Exploration Ground Systems (EGS) for vehicle processing and launch are essentially complete and there has been significant progress in manufacturing and assembly of specific hardware for the Artemis I and Artemis II missions. Equally as important, the program level and integrated system level testing and analyses are also well underway to support integrated verification, validation, and certificate of flight readiness (CoFR) for the first Artemis mission. Testing and analysis are key to addressing technical challenges that the Artemis missions offer. Building block approaches are required that provide the right balance between component, system, and/or element level testing that satisfies verification and validation objectives and where, uncertainties are quantified and minimized. Artemis I is a system of systems that requires a fusion of test and analysis that adeptly characterizes critical interfaces between major program elements. NASA is implementing new in-situ testing that fuse traditional aerospace structures with civil structures, such as the Integrated Modal Test for the Artemis I vehicle where the Mobile Launcher and Crawler Transporter serve as a support structure whose dynamics couple with that of the Artemis I vehicle. This new paradigm requires a closer inspection of structural behavior of the Crawler Transporter and the Mobile Launcher as they now serve multiple purposes. This requires a paradigm shift to look beyond experimental modal techniques and incorporates operational modal analysis techniques to validate dynamic models from data collected during rollout to the launch pad. A further complicating factor is the Crawler Transporter generated ground forces have numerous harmonics making extracting dynamic responses of the Artemis I, Mobile Launcher, and Crawler Transporter coupled system challenging. This discussion explores all these challenges with and attempts to understand how we best build confidence in systems and system-of-systems performance capabilities and margins and understand uncertainties.

Joel W Sills↗

Applications of Advanced Perception and Distributed Sensing Technology towards Autonomous Advanced Air Mobility Applications

Emerging concepts for Advanced Air Mobility (AAM) envisions responsive air transportation capabilities that can safely move people and cargo between places - including local, regional, intraregional, and urban - previously not served or underserved by aviation. Expanding traditional aviation services to these environments, particularly when autonomous operations are involved, face a number of challenges that will require advances beyond the state-of-the-art techniques for airborne sensing and perception, which goes beyond the limits of scalability and applicability of the current air transportation system infrastructure. Additionally, the emerging field of distributed sensing and ‘smart spaces’– where sensing, processing, communication, and actuation are embedded in the environment in which agents are acting and can be exploited by the agents through real-time wireless communication – may provide realistic near-time solutions to limitations imposed by traditional aviation techniques. This paper outlines the needs, challenges, and opportunities for advanced perception and distributed sensing techniques to meet the emerging needs for advanced AAM operations in the national airspace. A general roadmap for research, development, and maturation of perception and distributed sensing (P&DS) technologies is proposed to guide future development through verification, validation, certification into airborne systems. Through this analysis of challenges and the proposed roadmap for technology maturation, we hope to accelerate transition of advanced research techniques from other disciplines into this domain.

Autonomy↗

STOL research at NASA.

Review of the overall goals, individual objects of ongoing and proposed programs, target dates, and fund requests of NASA's STOL research effort. The realization of a separate STOL short-haul transportation system with a 2000-foot field length capability is shown likely to reduce airport acreage requirements to less than one tenth, approach speed to nearly one half, and airspace required for terminal maneuvering to less than 10% of what conventional high-performance jet aircraft necessitate, and to promise terminal congestion alleviation in areas of high traffic density, improved safety in steep approach, noise abatement, and community annoyance reduction. NASA's described programs will provide the technical foundation upon which industry can base the design and development of aircraft and avionics for the new STOL systems in the latter 1970s, and upon which the government can establish criteria for the certification and regulation of such systems.

Kayton, G. G.↗

EVA Swab Kit: Tools and Techniques for Collecting Aseptic Samples from Crewed Space Missions

Introduction: When we send humans to search for life on other planets, we'll need to know what we brought with us versus what may already be there. To ensure our crewed spacecraft meet planetary protection requirements—and to protect our science from human contamination—we'll need to assess and verify whether micro-organisms may be leaking/venting from our spacesuits. This requires collecting samples under Extravehicular Activity (EVA) conditions. Detailed, systematic research on forward contamination from robotic spacecraft has been steadily progressing since the Viking missions, but systematic studies of contamination from space suits has not been conducted in many years. The modern EMU (Extravehicular Mobility Unit) suit used by NASA is designed to leak at rates as high as 100 cc/min. Before humans land on Mars there is a critical need to understand the types and quantities of microbes that could be introduced via space suits. The Human Forward Contamination Assessment team at NASA’s Johnson Space Center (JSC) has developed a prototype EVA swab tool [1,2,3,4] designed for use in space to sample cleaned and uncleaned space suits to determine the present day microbial load and eventually the rate of leakage. The ability to assess microbial leakage early in advanced space suit and life support system design cycles will help avoid costly hardware redesign later. Test Objectives: The primary objective of EMU testing was to characterize the type of micro-organisms typically found on or near selected suit pressure joints under suit differential pressure conditions. Most human-borne microbes can fit through a 0.5 to 1.0 µm gap. Knowing which joints are more likely to leak will inform hardware design decisions. Knowing which types of micro-organisms may leak from EVA suits provides a basis for subsequent studies to characterize the viability of those organisms under destination conditions, as well as how far they might spread through natural or human-influenced processes. That data, in turn, will inform exploration mission operations and hardware design. The secondary objective of testing was to evaluate the interface between a fully suited test subject and the EVA swab tool at vacuum. Bulky EVA suits can restrict movement and limit visibility through the helmet visor. Fully suited testing is important for identifying tool design issues prior to flight. At exploration destinations, such as Mars, suited crew may be required to periodically sample their suits as part of an environmental monitoring protocol. Suit Microbial Sampling Results: This report details results of microbial swabs collected from current flight suit configurations worn by crew members assigned to upcoming ISS expedition missions as well as swabs collected from prototype suits intended for use on the Orion spacecraft. These tests were intended to characterize the types of contaminants found on flight suits under current, typical handling conditions. No attempt was made to change suit handling procedures, provide additional sterilization, or to limit typical potential contaminant sources. Using culture based techniques, we cultivated 235 CFU (colony forming units) comprised of 26 bacterial species and one fungal species on the outside of the suits. The fungal species and 14 of the bacterial species were unique to the suit surfaces and were not detected in any of the background samples collected within the chambers. We sequenced 755,434 ribosomal fragments on all of the suit surfaces from swab samples. 557,016 of these sequences represent DNA that survived at least 4 hours at vacuum. These sequences formed 2,464 OTU's (Operational Taxonomic Units, 97% similarity) showing low diversity in the samples. The most abundant sequences that survived vacuum belong to the genera Staphyloccocus, Ralstona, Bacillus and Rhodobacter all of which are common to the human microbiome. [5] See Danko et al., (2021) for more complete details of these first analyses. Further analysis of EVA suit materials with respect to the efficacy of various cleaning protocols and engineered containment solutions is planned to inform suit design for NASA’s Artemis Moon to Mars program crew testing. Swab Tool Function Results: The kit was demonstrated for fit and function in suited subject vacuum tests to determine how well the tool worked as an aseptic microbial sampling device as well as to identify any design elements that could be upgraded for EVA task specific improvement. It was found that sample acquisition efficacy could be enhanced by redesign of the sample canister to end-effector interface. Several modifications of the sample caddy assemblies to optimize EVA safety and functionality were also identified. Consequently, fabrication of the redesigned sample canister to end-effector assembly interfaces and and the sample caddy assemblies are required. Fabrication of sixteen flight sample canister assemblies (8 per each of two EVA Swab Kits) and two sample caddy assemblies are in process to be followed by hardware testing and certification to produce two flight-certified EVA Swab Kits for transport to ISS no earlier than summer of 2022. Sampling Strategy: The International Space Station is an ideal testbed for systematic studies of contamination from crewed vehicles since it has been continuously occupied for 20 years and exposed to non-terrestrial conditions. We will sample the exterior of the ISS during EVA using a purpose-built swab tool capable of maintaining sterility while undergoing temperature changes from -151 to +121°C under hard vacuum. Prior to each EVA, the project team will work with ISS mission managers to identify precise sampling locations, which will vary by EVA based on the translation paths and worksites scheduled for that particular EVA. Ideally, translation path handrails and areas near ECLSS (Environmental Control and Life Support System) external vent openings on a spacecraft would be assessed. There are currently more than a dozen ECLSS external vents on the ISS. Some are connected to systems that vent waste products, while others are intended to equalize cabin pressure. As EVA opportunity allows, microbial samples from any of these external vents would provide a valuable data point, though some will be more useful than others. Four criteria have been identified to help prioritize sampling sites near vents: • EVA Accessibility: To minimize cost, it is desired to piggy-back onto a planned EVA. Therefore, the sampling location must be readily accessible by an EVA crew • Type of Vented Products: Vent products that have been in direct contact with crew, such as cabin air, are more likely to contain microorganisms than vent products associated with isolated systems, such as experiment module combustion products. • Mass of Vented Products: Higher-flow vents are more likely to contain detectible levels of microbial contaminants than lower-flow vents. • Local Environment: Sample locations with relatively benign local conditions, such as warm surfaces shielded from direct ultraviolet (UV) radiation exposure, may be more likely to support microbial growth than locations with harsher local environmental conditions. Because EVA accessibility is the most important criteria, the proposal team worked with an astronaut and flight controllers using the Dynamic Onboard Ubiquitous Graphics (DOUG) tool. The DOUG virtual environment allows an operator to “fly” around the current ISS vehicle configuration to assess EVA translation paths, attach points, and keep-out zones. While analysis on station or rapid return to Earth would be preferable, samples collected from the exterior of the ISS have already been exposed to temperature variations between -157 and +121 °C as well as hard vacuum. Therefore, they should be fairly stable and robust. We hypothesize that samples collected from the ISS exterior could be stored for up to 6 months at -80°C without degradation. Sample canisters will be returned to Earth while frozen at -80°C for analysis, and sterilized canisters can be re-flown back to ISS to support additional sampling opportunities Relevance to NASA Exploration Objectives: These data will allow us to identify new or improved methods, technologies, and procedures for spacecraft sterilization and leakage mitigation to minimize the amount of contamination introduced to the environment by human explorers. This work is funded by NASA research grant: NNH18ZDA001N-PPR References: [1] Bell, M.S. et al. (2015) LPS XLVI, Abst. #1832 [2] Rucker et al. (2018) 42nd COSPAR (PPP.3) [3] Bell, M.S. et al. (2019) Mars Extant Life Conference, Abst. #5096.[4] Bell, M.S. et al., (2020) 43rd COSPAR (BO.2).[5] Danko D, et.al.,(2021)Front.Microbiol.12:608478.

Mary Suzanne Bell↗

Flight service evaluation of an advanced composite empennage component on commercial transport aircraft. Phase 1: Engineering development

The empennage component selected for this program is the vertical fin box of the L-1011 aircraft. The box structure extends from the fuselage production joint to the tip rib and includes the front and rear spars. Various design options were evaluated to arrive at a configuration which would offer the highest potential for satisfying program objectives. The preferred configuration selected consists of a hat-stiffened cover with molded integrally stiffened spars, aluminum trussed composite ribs, and composite miniwich web ribs with integrally molded caps. Material screening tests were performed to select an advanced composite material system for the Advanced Composite Vertical Fin (ACFV) that would meet the program requirements from the standpoint of quality, reproducibility, and cost. Preliminary weight and cost analysis were made, targets established, and tracking plans developed. These include FAA certification, ancillary test program, quality control, and structural integrity control plans.

Ary, A.↗

Thermal protection systems manned spacecraft flight experience

Since the first U.S. manned entry, Mercury (May 5, 1961), seventy-five manned entries have been made resulting in significant progress in the understanding and development of Thermal Protection Systems (TPS) for manned rated spacecraft. The TPS materials and systems installed on these spacecraft are compared. The first three vehicles (Mercury, Gemini, Apollo) used ablative (single-use) systems while the Space Shuttle Orbiter TPS is a multimission system. A TPS figure of merit, unit weight lb/sq ft, illustrates the advances in TPS material performance from Mercury (10.2 lb/sq ft) to the Space Shuttle (1.7 lb/sq ft). Significant advances have been made in the design, fabrication, and certification of TPS on manned entry vehicles (Mercury through Shuttle Orbiter). Shuttle experience has identified some key design and operational issues. State-of-the-art ceramic insulation materials developed in the 1970's for the Space Shuttle Orbiter have been used in the initial designs of aerobrakes. This TPS material experience has identified the need to develop a technology base from which a new class of higher temperature materials will emerge for advanced space transportation vehicles.

Curry, Donald M.↗

Empennage Noise Shielding Benefits for an Open Rotor Transport

NASA sets aggressive, strategic, civil aircraft performance and environmental goals and develops ambitious technology roadmaps to guide its research efforts. NASA has adopted a phased approach for community noise reduction of civil aircraft. While the goal of the near-term first phase focuses primarily on source noise reduction, the goal of the second phase relies heavily on presumed architecture changes of future aircraft. The departure from conventional airplane configurations to designs that incorporate some type of propulsion noise shielding is anticipated to provide an additional 10 cumulative EPNdB of noise reduction. One candidate propulsion system for these advanced aircraft is the open rotor engine. In some planned applications, twin open rotor propulsors are located on the aft fuselage, with the vehicle s empennage shielding some of their acoustic signature from observers on the ground. This study focuses on predicting the noise certification benefits of a notional open rotor aircraft with tail structures shielding a portion of the rotor noise. The measured noise of an open rotor test article--collected with and without an acoustic barrier wall--is the basis of the prediction. The results are used to help validate NASA s reliance on acoustic shielding to achieve the second phase of its community noise reduction goals. The noise measurements are also compared to a popular empirical diffraction correlation often used at NASA to predict acoustic shielding.

Berton, Jeffrey J.↗

FSW Implementation on the Space Shuttle's External Tank

The Friction Stir Welding process developed by The Welding Institute (TWI) has found application throughout the transportation industry. This technique has proven to be a viable joining process for aluminum alloys, producing virtually defect free welds with improved mechanical properties as compared to conventional fusion welding. Lockheed Martin Space Systems - Michoud Operations has been developing this technology for application on aluminum 2219 and 2195 cryogenic tankage since 1995. This effort will come to fruition with implementation on the longitudinal welds of the External Fuel Tank (ET) of the Shuttle. To this end, sub-and full-scale demonstration programs coupled with process development and optimization have been complete. Full size ET tool has been designed, fabricated and are being installed at the Michoud Assembly Facility. Upon completion of the tooling certification and materials allowables testing, production will commence. This implementation will result in increased reliability and safety of flight for the Shuttle.

Hartley, Paula J.↗

Who's Got the Bridge? - Towards Safe, Robust Autonomous Operations at NASA Langley's Autonomy Incubator

NASA aeronautics research has made decades of contributions to aviation. Both aircraft and air traffic management (ATM) systems in use today contain NASA-developed and NASA sponsored technologies that improve safety and efficiency. Recent innovations in robotics and autonomy for automobiles and unmanned systems point to a future with increased personal mobility and access to transportation, including aviation. Automation and autonomous operations will transform the way we move people and goods. Achieving this mobility will require safe, robust, reliable operations for both the vehicle and the airspace and challenges to this inevitable future are being addressed now in government labs, universities, and industry. These challenges are the focus of NASA Langley Research Center's Autonomy Incubator whose R&D portfolio includes mission planning, trajectory and path planning, object detection and avoidance, object classification, sensor fusion, controls, machine learning, computer vision, human-machine teaming, geo-containment, open architecture design and development, as well as the test and evaluation environment that will be critical to prove system reliability and support certification. Safe autonomous operations will be enabled via onboard sensing and perception systems in both data-rich and data-deprived environments. Applied autonomy will enable safety, efficiency and unprecedented mobility as people and goods take to the skies tomorrow just as we do on the road today.

Allen, B. Danette↗

Relative merits of reactive and forward-look detection for wind-shear encounters during landing approach for various microburst escape strategies

The goal was to quantify the benefits of airborne forward-look windshear detection and to develop and test a candidate set of strategies for recovery from inadvertent microburst encounters during the landing approach, given the utilization of both reactive-only and forward-look windshear detection. Candidate strategies were developed and evaluated using a non-piloted simulation consisting of a simple point-mass performance model of a transport-category airplane flying through an analytical microburst model. The results indicate that the factor which most strongly effects a microburst recovery is the time at which the recovery is initiated. Forward-look alerts given 10 seconds prior to microburst entry permitted recoveries to be made with negligible altitude loss. The results also show that no single microburst scenario can be used to evaluate the relative merits of various recovery strategies. The type of alert used to initiate the recovery (reactive or forward-look) and the altitude of the microburst encounter had an effect on the type of recovery strategy that performed best. These factors may have serious implications for the design and certification of windshear systems.

Hinton, David A.↗

Techniques to improve maneuver stability characteristics of a nonlinear wide-body transport airplane in cruise flight

The maneuver control stability characteristics of an aircraft are a flying qualities parameter of critical importance, to ensure structural protection as well as adequate predictability to the pilot. Currently, however, maneuver stability characteristics are not uniquely addressed in the Federal Aviation Regulations (FAR) Part 25, for transport aircraft. In past transport category certification programs, the Federal Aviation Administration (FAA) has used a combination of requirements (longitudinal control, vibration and buffeting, high-speed characteristics, and out-of-trim characteristics) to ensure safe and controllable maneuver stability characteristics over a range of flight conditions and airplane configurations. Controversies exist regarding each of these regulations, however, and considerable expenditures in terms of design studies and testing time have resulted from the requirements. It is also recognized that additional engineering guidance is needed for identifying acceptable nonlinear maneuver stability characteristics, particularly as they relate to relaxed stability, highly augmented transport configurations. The current trend in large aircraft design is toward relaxed, or even negative, static margins for improved fuel efficiency. The advanced flight control systems developed for these aircraft, in many instances, have rendered current aforementioned maneuver stability criteria either too stringent or of little practical use. Current design requirements do not account for these advanced designs. The objective was to evaluate a broad spectrum of linear and nonlinear longitudinal stability characteristics to generate data for defining satisfactory and unacceptable maneuver characteristics, as defined by pilot opinion. Primary emphasis was placed on two techniques of varying column force per normal acceleration. This study was a joint venture with four pilots participating; one from NASA, one from the FAA, and two from industry.

Grantham, William D.↗

Affordable Development and Qualification Strategy for Nuclear Thermal Propulsion

A number of recent assessments have confirmed the results of several earlier studies that Nuclear Thermal Propulsion (NTP) is a leading technology for human exploration of Mars. It is generally acknowledged that NTP provides the best prospects for the transportation of humans to Mars in the 2030's. Its high Isp coupled with the high thrusts achievable, allow reasonable trip times, thereby alleviating concerns about space radiation and "claustrophobia" effects. NASA has embarked on the latest phase of the development of NTP systems, and is adopting an affordable approach in response to the pressure of the times. The affordable strategy is built on maximizing the use of the large NTP technology base developed in the 1950's and 60's. The fact that the NTP engines were actually demonstrated to work as planned, is a great risk reduction feature in its development. The strategy utilizes non-nuclear testing to the fullest extent possible, and uses focused nuclear tests for the essential qualification and certification tests. The perceived cost risk of conducting the ground tests is being addressed by considering novel testing approaches. This includes the use of boreholes to contain radioactive effluents, and use of fuel with very high retention capability for fission products. The use of prototype flight tests is being considered as final steps in the development prior to undertaking human flight missions. In addition to the technical issues, plans are being prepared to address the institutional and political issues that need to be considered in this major venture. While the development and deployment of NTP system is not expected to be cheap, the value of the system will be very high, and amortized over the many missions that it enables and enhances, the imputed costs will be very reasonable. Using the approach outlined, NASA and its partners, currently the DOE, and subsequently industry, have a good chance of creating a sustained development program leading to human missions to Mars within the next few decades.

Gerrish, Harold P., Jr.↗

Controls and guidance: Space

The Space Controls and Guidance Research and Technology Program is directed toward enabling the next generation of space transportation systems, large future spacecraft, and space systems such as the Space Station to have large communication antennas and high precision segmented reflector astrophysical telescopes. The new generation of transportation vehicles has demanding requirements to provide for an order of magnitude reduction in cost as well as an increase in capability. The future orbital facilities have demanding control requirements for pointing and stabilization, momentum management, build-up and growth accomodation, and disturbance management. To address these advanced requirements, the research and development program is designed to provide the generic technology base to support the implementation of advanced guidance, navigation, and control. The area of computational controls will be stressed in order to develop cost effective, high speed, high fidelity control system simulation and analysis and synthesis tools. The trust of this work will be to develop methods and software to enable analysis and real-time hardware-in-the-loop simulation of complex spacecraft for control design certification. To address future orbital facilities requirements, an advanced technology program is underway in system identification, distributed control, integrated controls/structures design methods, and advanced sensors and actuators. Because the behavior of large, light weight per unit area deployable/assembled spacecraft is greatly influenced by the ground environment, the testing and verification activity is both ground- and space-based.

Dibattista, John D.↗