Search NASA⌕ Search

SEARCH · Search NASA

Results for “Variants”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

DPW-VI Results Using FUN3D with Focus on k-kL-MEAH2015 (k-kL) Turbulence Model

The Common Research Model wing-body configuration is investigated with the k-kL-MEAH2015 turbulence model implemented in FUN3D. This includes results presented at the Sixth Drag Prediction Workshop and additional results generated after the workshop with a nonlinear Quadratic Constitutive Relation (QCR) variant of the same turbulence model. The workshop provided grids are used, and a uniform grid refinement study is performed at the design condition. A large variation between results with and without a reconstruction limiter is exhibited on "medium" grid sizes, indicating that the medium grid size is too coarse for drawing conclusions in comparison with experiment. This variation is reduced with grid refinement. At a fixed angle of attack near design conditions, the QCR variant yielded decreased lift and drag compared with the linear eddy-viscosity model by an amount that was approximately constant with grid refinement. The k-kL-MEAH2015 turbulence model produced wing root junction flow behavior consistent with wind tunnel observations.

Abdol-Hamid, K. S.↗
NASA NTRS2018

NASA's Space Launch System Moves into Testing and Integration

NASA's Space Launch System (SLS) has moved from design and manufacturing into testing and integration for its first flight as early as December 2019. In 2017, the NASA/industry team completed manufacturing of all major structural elements for the launch vehicle for Exploration Mission-I (EM-1 ). That work included shipping the first major flight hardware element to the launch site. The team processed all four RS-25 engines for stage integration, cast all 10 booster flight motor segments, and manufactured all five major sections of the core stage. The program also completed major structural work on the B-2 test stand at Stennis Space Center, which will be used for the core stage "green run" test; delivered the core stage and engine simulators used for training; and much of the transportation equipment for the core stage. Engineers completed structural testing on the upper stage/payload section of the vehicle as well as the engine section test article. In 2018, the program will deliver the Orion Stage Adapter (OSA) to Exploration Ground Systems (EGS) at KSC and send the test articles for the core stage liquid hydrogen tank, liquid oxygen tank, and intertank to NASA's Marshall Space Flight center for structural testing. Additionally, workers will begin the challenging process of integrating the major sections of the 212-foot EM-1 core stage. This work is focused on the initial Block 1 variant of SLS, capable of launching more than 70 metric tons (t) to low Earth orbit (LEO). However, work concurrently is underway on the Block lB variant, which will enable 105 t to LEO and more than 37t to trans-lunar injection (TLI). Block lB will be the workhorse vehicle of NASA's lunar exploration plans. As the needs of the nation's deep space exploration program grow, SLS performance is designed to evolve to a payload mass of 130 t to LEO and up to 45t to TLI. The advantages of this mass - as well as volume- are critical to the entire exploration architecture for deep space exploration. They translate to greater capability, greater infrastructure and operational simplicity, less overall mission risk, and opportunities to accomplish unprecedented exploration and discovery. This paper will discuss SLS progress to date and planned future work.

Honeycutt, John↗
NASA NTRS2018

Payload Utilization in NASA's Space Launch System

With Space Policy Directive 1, the United States administration has directed the National Aeronautics and Space Administration’s (NASA’s) Human Exploration & Operations Mission Directorate (HEOMD) to return to the Moon with missions and infrastructure designed to support a sustained presence in cislunar space, with robotic and human lunar surface operations. NASA’s new deep space exploration system — the super heavy-lift Space Launch System (SLS), the Orion crew spacecraft and revamped launch facilities at Kennedy Space Center (KSC) — will enable NASA and its commercial and international partners to meet this goal for human exploration of deep space. SLS is the most capable launch vehicle for these efforts, as well as for sending robotic missions deep into the solar system, or even to interstellar space. The vehicle will be available in crew and cargo configurations in progressively more powerful block variants. The initial Block 1 lift capability of at least 26 metric tons (t) to trans-lunar injection (TLI) will be followed by a more powerful Block 1B with the power to loft more than 37 t to TLI. The ultimate Block 2 variant will lift more than 45 t to TLI. For payload accommodation, the Block 1 vehicle can utilize a 5 meter (m) fairing in its cargo configuration with the crew version also able to provide berths for 6U and 12U CubeSats as secondary payloads. The Block 1B crew vehicle will provide as much volume as the space shuttle payload bay in a Universal Stage Adapter (USA) for co-manifested payloads (CPLs). Block 1B cargo vehicles will offer 8.4 m-diameter fairings in 19.1 m and possibly longer lengths, with enough volume to accommodate lunar-orbiting habitat modules and other elements of NASA’s Gateway science outpost. For Mars-class payloads, larger fairings for the Block 2 cargo launcher are under consideration. For missions beyond the Earth-Moon system, SLS offers greater characteristic energy (C3) than any other launch vehicle, enabling shorter transit times or heavier payloads with more robust science packages for missions to the outer solar system. Indeed, the unmatched combination of thrust, payload volume and departure energy that SLS provides opens new opportunities for human and robotic exploration of deep space. This paper will provide an overview of the various vehicle block configurations, their capabilities and payload accommodations for sending primary, co-manifested and secondary payloads to deep space

Creech, Stephen D.↗
NASA NTRS2018

New Runtime Record Set for Free-Piston Stirling Machine

This article describes the recent progress GRC has made in the arena of long-life heat engines for power conversion. NASA has been interested in Stirling-cycle machines for power conversion since the 1970s. At that time, it was recognized that such a device could be designed to achieve long-life continuous operation with high reliability, by leveraging the free-piston configuration in favor of a kinematic engine. The free-piston variant eliminates the wear mechanisms associated with rolling-element bearings, piston rings, and connecting rods, typically found in kinematic Stirling engine designs. By restricting the moving components to linear motion only, there is no need to convert linear piston movement to rotating motion. With this, the moving components can be suspended within their cylinders by non-contacting bearings and seals can be effected with close clearances, also non-contacting. The use of a linear alternator attached directly to the piston enables direct conversion of heat, to mechanical, then to electrical energy, all in one hermetically sealed vessel, The electrical output only requires simple feedthroughs, and the complexity of sealed a rotating crankshaft is eliminated. In the free-piston variant, the displacer-to-piston phase is not implemented by a connection to a common rotating shaft. Instead, the pressure wave itself is used to drive the displacer. The displacer is designed to have a higher natural frequency of motion than the piston, which achieves a leading phase angle required for power production. The free-piston Stirling behaves like a spring-mass-damper system, with a forcing function created by the alternate heater and cooling of the working gas, and damping provided by the current flowing through the linear alternator. Two types of non-contacting bearings are available to designers: flexure and gas bearings. Flexure bearings consist of a spiral-cut disc of metal that has high radial stiffness but a deliberately engineering stiffness in the axial direction, to permit piston and displacer resonant motion. Gas bearings utilize a pressure source and precisely machined flow channels to provide a radial stiffness around the moving component. The pressure source can be supplied by the engine's pressure wave itself.

Oriti, Salvatore M.↗
NASA NTRS2019

Production and Potential Detection of Functionalized Hexamethylene-Tetramine Compounds in Space

Laboratory studies have shown that exposure of mixed ices of astrophysical interest to ionizing radiation such as ultraviolet (UV) photons or energetic particles (electrons, protons) leads to the production of large numbers of new, more complex compounds. A significant portion of these new species appear to belong to a family of molecules that consist of hexamethylenetetramine (HMT; C6N4H12) and HMT to which different chemical side groups have been substituted for a peripheral H atom. This work presents the identification of HMT-methanol (HMT-CH2OH), one of these HMT variants, in organic residues produced from the UV irradiation of astrophysically relevant ice mixtures at < 20 K. We also present the infrared (IR) spectra of HMT, HMTCH2OH, and a number of other HMT variants computed using density functional theory (DFT) computations. These spectra can be compared with each other and show similarities that can be used to search for this family of compounds in space.

UV Irradiation↗
NASA NTRSDate not supplied

NASA's Space Launch System Begins Integration, Stacking in Preparation for Artemis I Launch

The Artemis era of human lunar exploration is nearing take-off as NASA’s new super heavy-lift launch vehicle, the Space Launch System (SLS), begins stack-ing and integration operations in mid-2020 at Kennedy Space Center (KSC) in Florida. With a planned upgrade path to progressively more powerful vehicles and availability in crew and cargo configurations, SLS provides a unique and flexible launch solution to send crew, large-scale infrastructure and robotic probes to deep space. The SLS Block 1 vehicle, the initial variant to fly, is optimized for lunar missions with a proven propulsion system consisting of four liquid hydrogen (LH2)/liquid oxygen (LOX)-fed RS-25 engines and twin five-segment solid rocket boosters (SRBs). The Block 1 vehicle can also be outfitted with an industry-standard 5 m-class payload fairing (the “cargo” configuration) and will launch at least 27 metric tons (t) of mass to trans-lunar injection (TLI). SLS is the backbone of NASA’s Artemis program, which will return the agency’s human spaceflight program to the Moon for the first time since 1972. For the Artemis I mission, SLS will send an uncrewed Orion spacecraft to TLI, where it will enter a distant retrograde lunar orbit and fly 38,000 nmi past the Moon – farther than any spacecraft built for humans has ever traveled. The SLS Block 1 vehicle for Artemis I completed manufacturing in 2019. Several elements, including the upper stage, have been delivered to the Exploration Ground Systems (EGS) program at KSC and are being prepped for integration and stack-ing. The five-segment solid rocket boosters – the largest and most powerful ever built for flight – are also complete. The booster motor segments for the Artemis I flight are scheduled to ship from prime contractor Northrop Grumman’s Utah facilities and begin stacking and integration at KSC in June 2020. The SLS core stage is the largest rocket stage NASA has ever built in terms of volume and height, and includes the avionics and the tanks that feed cryogenic propellant to the four RS-25s (formerly Space Shuttle Main Engines [SSMEs]). They have been modified with an updated controller and nozzle insulation to protect them from the hotter launch environment. The SLS core stage is currently being test-ed at NASA’s Stennis Space Center (SSC) in a series of “green run” tests to verify it meets design and performance requirements. Following the green run test series, which is scheduled to culminate with a full-duration hot-fire of the four RS-25 engines, the core stage will ship to KSC and be stacked between the sol-id rocket boosters in the Vehicle Assembly Building (VAB). Integration of the vehicle will continue with the upper stage, known as the Interim Cryogenic Propulsion Stage (ICPS) and the Launch Vehicle Stage Adapter (LVSA) on the core stage. Another adapter, the Orion Stage Adapter (OSA), connects SLS to Orion and provides housing for 13 6U CubeSat payloads manifested on Artemis I. The CubeSats will be released in deep space after Orion separates from the vehicle, and the flight marks the first ride share opportunity for independent small-sats to deep space. The second major SLS variant to come online, Block 1B, replaces the single-engine ICPS with a four-engine LH2/LOX Exploration Upper Stage (EUS). This more powerful upper stage, along with other vehicle up-grades, will enable the Block 1B vehicle to launch 38-42 t to TLI, depending on crew or cargo configuration. The final evolution of the vehicle, Block 2, will onramp evolved solid rocket boosters to increase mass to TLI to 43-46 t, de-pending on crew or cargo configuration. The Block 1B/Block 2 vehicles can be outfitted with an 8.4 m-diameter payload fairing in 19.1 m or 27.4 m lengths, to provide unprecedented volume for payloads. With the initial Block 1 vehicle completely manufactured and the core stage in final testing before shipping to KSC, the SLS Program and its industry partners have made significant progress manufacturing subsequent vehicles. For the second Block 1 vehicle, the solid rocket motor segments are complete, as are the RS-25 engines with controllers. All five major components of the Artemis II core stage – the forward skirt, LOX and LH2 tanks, intertank and engine section – are manufactured and technicians are installing subsystems at NASA’s rocket factory, Michoud Assembly Facility. The RL-10 engine for the Artemis II ICPS is complete and panels have been machined for its LH2 tank. In addition, panels are machined for the vehicle’s two adapters, with welding scheduled to begin in summer 2020. Flight hard-ware is also in production for the third SLS vehicle, with several booster motor segments cast. The pace of development on the EUS has increased, with the goal to complete Critical Design Review (CDR) in December 2020. Several EUS test rings have been machined at Michoud. The EUS is designed to exe-cute a variety of missions – human spaceflight, deployment of deep-space infra-structure, or high-C3 missions to the outer solar system – with crew and cargo configurations available beginning in the mid-2020s. The near-term goal for the nation’s powerful new space exploration asset, however, is to launch the Arte-mis program, and send the first woman and the next man to the lunar surface. At the Astrodynamics Specialist Conference, the SLS program will update the community on the progress of the initial Block 1 vehicle in final green run test-ing, integration and stacking. In addition, this paper will provide an update to the community on the manufacturing status of subsequent Block 1 and Block 1B vehicles.

Steve Creech↗
NASA NTRS2021

Landsat Derived Bathymetry of Lakes on the Arctic Coastal Plan of Northern Alaska

The Pleistocene sand sea on the Arctic Coastal Plain (ACP) of northern Alaska is underlain by anancient sand dune field, a geological feature that affects regional lake characteristics. Many of these lakes, whichcover approximately 20 % of the Pleistocene sand sea, are relatively deep (up to 25 m). In addition to the nat-ural importance of ACP sand sea lakes for water storage, energy balance, and ecological habitat, the need forwinter water for industrial development and exploration activities makes lakes in this region a valuable resource.However, ACP sand sea lakes have received little prior study. Here, we collect in situ bathymetric data to test12 model variants for predicting sand sea lake depth based on analysis of Landsat-8 Operational Land Imager(OLI) images. Lake depth gradients were measured at 17 lakes in midsummer 2017 using a Humminbird 798ciHD SI Combo automatic sonar system. The field-measured data points were compared to red–green–blue (RGB)bands of a Landsat-8 OLI image acquired on 8 August 2016 to select and calibrate the most accurate spectral-depth model for each study lake and map bathymetry. Exponential functions using a simple band ratio (withbands selected based on lake turbidity and bed substrate) yielded the most successful model variants. For eachlake, the most accurate model explained 81.8 % of the variation in depth, on average. Modeled lake bathymetrieswere integrated with remotely sensed lake surface area to quantify lake water storage volumes, which rangedfrom 1.056×10−3to 57.416×10−3km3. Due to variations in depth maxima, substrate, and turbidity betweenlakes, a regional model is currently infeasible, rendering necessary the acquisition of additional in situ datawith which to develop a regional model solution. Estimating lake water volumes using remote sensing will fa-cilitate better management of expanding development activities and serve as a baseline by which to evaluatefuture responses to ongoing and rapid climate change in the Arctic. All sonar depth data and modeled lakebathymetry rasters can be freely accessed at https://doi.org/10.18739/A2SN01440 (Simpson and Arp, 2018) andhttps://doi.org/10.18739/A2HT2GC6G (Simpson, 2019), respectively.

Claire E Simpson↗
NASA NTRSDate not supplied

NASA Space Launch System Completes Key Hotfire Test And Begins Vehicle Integration

NASA and its commercial and international partners are on the way back to the Moon. As directed by the White House in 2019, the agency team is striving to return humans to the Moon and land the first woman and the first person of color on the lunar surface. NASA and its commercial partners made significant progress in the second half of 2020 and the first half of 2021 on the agency’s Space Launch System (SLS), one of the key parts of the Artemis program. The team is preparing for a 2021 launch of Artemis I, the first integrated launch of the Block 1 variant of SLS with the Orion crew capsule. Hardware for the Artemis II launch, which will be the first to launch crew on SLS and Orion, is progressing through assembly, and hardware for Artemis III has started manufacturing. Artemis IV manufacturing has also started, and engines for Artemis V are in development/manufacturing. This paper will discuss the progress made in the last year and the items currently in work on for future SLS flights and variants.

Bruce R Askins↗
NASA NTRSDate not supplied

IMPACT 1.0—Task Impairment: A Novel Approach for Assessing Impairment during Exploration-Class Missions

Exploration-class and International Space Station (ISS) missions have significantly different levels of associated medical risk for crewmembers. The Integrated Medical Model (IMM), the probabilistic risk assessment tool used for ISS medical trade-space analyses, uses a Functional Impairment (FI) metric to determine quality time lost should a crewmember be afflicted with a medical condition. While IMM-based FI has been successful for ISS operations, it has limitations when applied to exploration-class missions. As the National Aeronautics and Space Administration (NASA) looks ahead to Gateway, Artemis, and Martian missions, a novel, dynamic, and mission-appropriate impairment paradigm is necessary for accurate contingency planning. This paradigm, Task Impairment (TI), fulfills that need by utilizing mission-specific tasks. TI will allow future capability for a loss of mission metric, previously not available with IMM. TI serves as a replacement metric for FI within IMPACT, the next-generation trade-space analysis tool suite created to replace the IMM. IMPACT significantly increases the fidelity of probabilistic risk assessment for exploration-class missions. The Human Exploration of Mars Preliminary List of Crew Tasks (MTL, a source of 1100+ exploration-class mission-specific tasks for crewmembers) was used to calculate TI. Using the Task List, 18 individual Human System Categories were identified as being required to perform each task (e.g., Cardiopulmonary, Cognitive, etc.). Each of the 1200+ tasks were mapped to the Human System categories listed in the Task List. The total number of tasks in each category were tallied to determine how many tasks required each Human System. Lastly, each of the 120 medical conditions from the IMPACT condition list were mapped to the Human System categories to complete the TI calculation. NASA subject matter experts across five medical specialties established consensus for the mapping of each condition. The resulting total tasks impaired by each condition were used to calculate discrete TI values. This process was repeated for each of the four severity/resource utilization variants of each condition, and for each of the three phases of clinical care. Through this process, discrete TI values were calculated for each of the 120 IMPACT medical conditions and their variants. The Task Impairment metric provides higher fidelity, dynamic utility, and quicker analysis of medical impairment compared to the previous Functional Impairment metric used for the Integrated Medical Model. TI will be used for higher fidelity medical impairment analysis and contingency planning during Lunar, Martian, and other long-term exploration-class missions.

William L Fernandez↗
NASA NTRSDate not supplied

Exploring Endothelial Function Risk Factors and Optic Disc Edema Changes During Strict 6º Head-Down Tilt Bed Rest

Approximately 20% of astronauts on International Space Station missions experience ophthalmic pathologies including optic disc edema, part of what is characterized as Spaceflight Associated Neuro-ocular Syndrome (SANS). While the cause of SANS is unknown, there are likely multiple contributing factors, including genetics, that may affect the response to spaceflight in affected individuals. B-vitamin status and the presence of specific one-carbon pathway single nucleotide polymorphism (SNP) alleles predicted the incidence of SANS pathologies in astronauts and in bed rest subjects. There are several hypotheses for how genetic variants could lead to SANS, specifically related to endothelial function. The biochemical pathway to which these genes are associated is intimately involved in maintaining endothelial function via nitric oxide synthase (eNOS) coupling and nitric oxide (NO) production. Furthermore, eNOS uncoupling can impair the functional status of the endothelial glycocalyx, which lines the entirety of the vascular lumen and affects endothelial function. Vascular distension, stasis and altered shear forces, which are associated with headward fluid shifts, may also contribute to glycocalyx dysfunction and shedding, resulting in endothelial dysfunction and increased vascular permeability and tissue edema, potentially contributing to optic nerve and optic disc edema in affected individuals. Given the findings relating genetics and the risk of optic disc edema in astronauts during flight and subjects during bed rest, further investigation is warranted. In this study, we will assess the same genetic variants in another bed rest study: AGBRESA. Some of the AGBRESA subjects developed optic disc edema, but their genetics have not been studied. Furthermore, we will test available urine samples from prior bed rest studies (VaPER and AGBRESA) for markers of glycocalyx degradation to expand our understanding of factors contributing to SANS.

S R Zwart↗
NASA NTRSDate not supplied

B Complex 5-Methyltetrahydrofolate, Riboflavin, Pyridoxine, and Methylcobalamin Supplementation as a Non-Mechanical Countermeasure to Mitigate Optic Disc Edema Changes During Strict 6º Head-Down Tilt Bed Rest

A subset of astronauts on International Space Station missions have experienced optic disc edema, part of what is characterized as Spaceflight Associated Neuro-ocular Syndrome (SANS). While the precise cause of SANS is unknown, it is likely that there are multiple contributing factors, including genetic and environmental factors. Our recent work has shown that crewmembers with SANS have higher concentrations of metabolic biomarkers of impairments in the one-carbon metabolic pathway compared to unaffected astronauts - before, during, and after f light (1). B-vitamin status and the presence of one-carbon pathway single nucleotide polymorphism (SNP) variants predicted the incidence of SANS pathologies, including optic disc edema (2). Specifically, the G allele of methionine synthase reductase (MTRR) A66G and the C allele of serine hydroxymethyltransferase-1 (SHMT1) C1420T were associated with increased incidence of SANS pathologies (2). In a recent 30-d bed rest head-down tilt study with 0.5% CO2 exposure, 5 of 11 subjects developed optic disc edema (4) and the same SHMT1 C1420T and MTRR A66G genetic variants were associated with a larger increase in total retina thickness, a quantitative measure of optic disc edema (5). We published a multi-hit hypothesis of how genetics represents an indispensable element of SANS, which is a multifactorial problem (6). In brief: endothelial dysfunction secondary to genetic, biochemical/nutritional, and physiological (e.g., cardiovascular/fluid shift) f actors could lead to optic disc edema and the other ocular changes that occur in SANS. We expanded this hypothesis to include the possibility that genetic effects on B-vitamin status can alter nitric oxide synthesis and oxidative stress in the endothelium. This in turn could alter the turnover of structural components of the sclera, making it more susceptible to pathologic changes when faced with stressors related to the unrelenting headward fluid shift that occurs in weightlessness and strict head-down tilt bed rest (5). If the relationships that we have observed in flight and ground-based research hold true for the SANS Countermeasure Study, these genetic factors could predict who will be more susceptible to the development of SANS, and more importantly could also provide countermeasure options. As has been shown extensively in the literature, vitamin supplementation can serve to overcome genetic hindrances to one-carbon biochemistry and vascular physiology. Thus, based on our findings, publications, and hypotheses, supported by extensive supporting literature, we had hoped to test in the SANS Countermeasure Study the efficacy of a bioactive B-vitamin complex as a countermeasure to optimize function of the one-carbon pathway and prevent or mitigate optic disc edema during strict 6-degree head down tilt bed rest, and ultimately in space f light. While the supplement is no longer planned to be tested in the SANS Countermeasure Study because of laws regulating supplementation studies like this costing much more than initially planned, we will assess the contribution of one-carbon pathway genetics and B-vitamin status to SANS risk.

S R Zwart↗
NASA NTRSDate not supplied

Improving Efficacy and Safety of Pharmacological Treatment Through Precision Medicine and Pharmacogenomics for Human Deep Space Exploration

INTRODUCTION: Future spaceflight will require increased crew medical autonomy as exploration class missions expanding duration and distance from Earth, especially for Mars missions. As mission duration increases, it will be even more essential to have appropriate amounts of effective medication to ensure the maintenance of crew health and performance. Conversely, mass and volume constraints will become more severe as future spaceflight expands beyond low Earth orbit, where resupply is difficult or becomes impossible. These constraints thus convey an urgency to further tailor medications included in the spacecraft formulary and increased examination of appropriate dosing regimens. BACKGROUND: Precision Health is an exciting area of cutting-edge research and medicine focused on maintaining an individual’s health and performance through in-depth understanding of an individual’s unique factors and molecular profiles. This approach can be adapted to better predict, monitor, and address physiological responses to the spaceflight environment. One example is the field of pharmacogenomics (PGX),the study of how the expressed genome impacts drug responses with the goal of prescribing the right dose of the right drug at the right time. Specifically, PGX testing provides valuable information on an individual’s precise allelic variations to guide physicians in making informed decisions on pharmaceutical choice and dosing to avoid adverse drug events and maximize pharmacological efficacy. The goal of this study was to evaluate which drugs in the current space pharmacy could be evaluated using PGX testing and to understand the potential impact on the health and wellness of the astronaut population. Additionally, we sought to evaluate clinically available FDA-approved PGX testing solutions to better understand its applicability. METHODS: A complete list of drugs onboard the International Space Station (ISS) was analyzed for risk and likelihood of drug failure and PGX actionability. This analysis encompassed both personal astronaut medications, including supplements and over the counter drugs (n=151) and ISS MedKit formulary medications (n=95). Duplicate medications and different formulations were removed, which resulted in 157 total drugs used in the subsequent analysis. A 5x5 risk assessment table was produced by examining the likelihood of drug failure compared to the consequence of drug failure. Likelihood of individual drug failure was defined by whether existing processes are sufficient to prevent adverse events, as ranked from 1 (very low, can easily be prevented) to 5 (very high, cannot be prevented) during a Mars mission. In contrast, the consequence of drug failure was defined by impact to safety, schedule, cost or technical and ranked from 1 (very low) to 5 (very high).A comprehensive assessment of commercially available PGX solutions is currently underway to evaluate specimen requirements, cost/benefit analysis (cost vs. number of alleles assessed), utility of variant analysis, relevance to inflight medication usage, quality of reporting in enabling clinical application, and ease of integration into electronic medical records. RESULTS: Risk assessments(LxC 5x5 table) indicated29medicationswere in the yellow or red zone driven predominantly by drug failure or safety concerns, with the remainder(n=128)of the medications in the green zone where risk is acceptable. We found that current PGX testing results could impact 21% of the total medications in the ISS MedKit and IMAK; of these, 9 medications currently have direct clinically actionable guidance available. Results of the clinical PGX solution evaluations as related to these medications will be presented. CONCLUSION: PGX testing has demonstrated clear benefits in terrestrial medicine and clinical environments for the selection of proper medications, avoiding adverse drug reactions, and maximizing drug efficacy. We propose that similar benefits would be bestowed on the astronaut and commercial spaceflight passenger population by performing preemptive pre-flight PGX testing to reduce risk of mission failure due to ineffective or toxic medications, improve targeting drug efficacy and safety, and further open the door to countermeasure research exploring PGX-related allelic variants. For example, PGX results could allow tailoring of specific medications at optimal doses more precisely to each individual astronaut, particularly in areas of space motion sickness, sleep aids, and analgesics. An additional benefit is that PGX results could provide information for better planning of the components of a space pharmacy for deep space missions to be more cost effective and more efficient in the utilization of limited pharmaceutical resources. Finally, while PGX testing of the astronaut corps is not currently conducted, this approach could provide immediate impact in support of mission success by reducing risks, optimizing astronaut performance, and providing valuable insights into long-term astronaut health. Such advancements in clinical decision making are important next steps in building dynamic individual risk profiles for astronauts, increasing crew autonomy and providing tailored countermeasures

Alice R W Tang↗
NASA NTRSDate not supplied

Toward Design Assurance of Machine-Learning Airborne Systems

In recent years, Artificial Intelligence (AI) systems, enabled by Machine Learning (ML)technology, have demonstrated impressive progress and provides historic opportunities for the aviation industry. However, several key aspects of ML technology are not compatible with existing design assurance standards and make certification problematic. In this paper, we present a case study of a visual system with a Deep Neural Network (DNN) intended to detect and identify airport runway signs. Different use cases and variants of this system exhibit different levels of criticality ranging from design assurance level (DAL) D to B. We use the case study to illustrate the challenges of certification according to the current standards, such asDO-178C. We present the system design, data generation, training, and verification in detail and describe how the design assurance objectives can be met for a DAL D variant of the system. We also discuss gaps and potential approaches for the higher design assurance levels.

Avionics↗
NASA NTRS2022

The Mass Change Designated Observable Study: Overview and Results

The 2017–2027 United States National Academy of Sciences Decadal Survey (DS) for Earth Science and Applications from Space identified Mass Change (MC) as one of five Designated Observables (DOs) having the highest priority in terms of Earth observations required to advance Earth system science over the next decade. In response to this designation, NASA initiated several multi-center studies, with the goal of recommending observing system architectures for each DO for implementation within this decade. This paper provides an overview of the Mass Change Designated Observable (MCDO) Study along with key findings. The study process included: (a) generation of a Science and Applications Traceability Matrix (SATM) that maps required measurement parameters to the DS Science and Applications Objectives; (b) identification of three architecture classes relevant for measuring mass change: Precise Orbit Determination (POD), Satellite-Satellite-Tracking (SST) and Gravity Gradiometry (GG), along with variants within each architecture class; and (c) creation of a Value Framework process that considers science value, cost, risk, schedule, and partnership opportunities, to identify and recommend high value observing systems for further in-depth study. The study team recommended the implementation of an SST architecture, and identified variants that simultaneously (a) satisfy the baseline measurement parameters of the SATM; (b) maximize the probability of providing overlap with the Gravity Recovery and Climate Experiment Follow-On (GRACE-FO) mission currently in operation, accelerating science return from both missions; and (c) provide a pathway towards substantial improvements in resolution and accuracy of mass change data products relative to the program of record.

D N Wiese↗
NASA NTRSDate not supplied

Conformal PICA TPS– Enabling Future Nasa Planetary Science Missions

Initial development of conformal PICA (C-PICA) ablative TPS occurred under NASA’s Hypersonics Project in the 2000’s and demonstrated very low through the thickness conductivity compared to state-of-the-art PICA. PICA, which was first demonstrated on Stardust, has some inherent limitations that C-PICA improves on, primarily strain to failure. More recently C-PICA has been further matured and a family of C-PICA materials are now ready for consideration as an enabling technology for New Frontiers and other NASA missions. C-PICA has several improvements compared to PICA including: - Higher strain to failure and lower thermal conductivity (up to 55% less than PICA depending on C-PICA variant) - CTE comparable to typical composite carrier structures - Temperature independent mechanical properties - Suited for single piece (up to ~ 1.5m) or tiled configurations - Larger tiles leading to reduced integration complexity compared to tiled PICA - Reduced mass compared to PICA due to reduced thermal conductivity C-PICA has been tested at heating fluxes ranging from 250-1850 W/cm2 with excellent performance. Based on our evaluation, multiple missions listed on the SMD Technology Showcase will potentially need a thermal protection system capable of withstanding entry environments where C-PICA is suited either as a forebody or backshell TPS. We will be highlighting mature conformal PICA variants to support the following missions at the showcase in January 2023.

thermal protection↗
NASA NTRS2020

Metal-Templated Design of Chemically Switchable Protein Assemblies with High-Affinity Coordination Sites

To mimic a hypothetical pathway for protein evolution, we previously tailored a monomeric protein (cyt cb562) for metal-mediated self-assembly, followed by re-design of the resulting oligomers for enhanced stability and metal-based functions. We show that a single hydrophobic mutation on the cyt cb562 surface drastically alters the outcome of metal-directed oligomerization to yield a new trimeric architecture, (TriCyt1)3. This nascent trimer was redesigned into second and third-generation variants (TriCyt2)3 and (TriCyt3)3 with increased structural stability and preorganization for metal coordination. The three TriCyt variants combined furnish a unique platform to 1) provide tunable coupling between protein quaternary structure and metal coordination, 2) enable the construction of metal/pH-switchable protein oligomerization motifs, and 3) generate a robust metal coordination site that can coordinate all mid-to-late first-row transition-metal ions with high affinity.

Albert Kakkis↗
NASA NTRS2023

Computational Study of Vortex-Induced Separation for a 5-Bladed Rotor

This work computationally investigated the rotor blade vortex-induced separation recently observed during an aerodynamic rotor test campaign in the NASA Langley Research Center 14- by 22-Foot Subsonic Tunnel. Two separate approaches (i.e., airfoil modification and blade tip modification) were studied to mitigate the vortex-induced separation. Low-fidelity tools based on blade element momentum theory were shown to mispredict the rotor inflow and were also shown to not capture the vortex-induced separation caused by perpendicular blade-vortex interaction. This misprediction was exploited to isolate the aerodynamic thrust deficit caused by the vortex-induced separation (i.e., 20%) from the thrust deficit due to inflow variation (i.e., 31%). High-fidelity tools were shown to reasonably predict aerodynamic forces within 13% and flow separation when compared to experimental results. The modified airfoil variant of the baseline rotor effectively mitigated the vortex-induced separation while the blade tip modified variant still showed separation, though the size and strength of the vortex was reduced. Acoustic predictions were underpredicted by 10 dB from preliminary measurements taken in the untreated wind tunnel. Broadband noise contributions from different rotor blade sections showed that self-noise due to flow separation and other turbulent boundary layer mechanisms was the dominant noise source for all three rotor cases, followed by blade-wake interaction noise caused by perpendicular blade-vortex interactions.

aerodynamics↗
NASA NTRSDate not supplied

NASA’s Space Launch System Stands Ready on Doorstep of Maiden Voyage Launch and Progress Made to Future Missions

NASA and its partners made significant progress towards the Artemis I launch in 2022. The integrated Space Launch System (SLS)vehicleand Orion spacecraft were first rolled out of the Vehicle Assembly Building (VAB) at NASA’s Kennedy Space Center (KSC) in March. SLS is a super heavy-lift vehicle to send large, strategic payloads to the Moon, Mars, and beyond. It isthebackbone of the Artemis human lunar exploration program. Rollout transported the vehicle to Launch Pad 39B for a series of tests, including the wet dress rehearsal (WDR). Multiple attempts were required to complete WDR, each building on the one before. Following the WDR campaign, NASA teams refined hardware and launch procedures, and the vehicle was prepared for its first launch attempt scheduled for August 29. Challenges with the weather and hardware resulted in a scrub on the 29th, and the second attempt was set for Sept. 3. A hydrogen leak on the tail service mast umbilical forced a scrub. NASA teams completed repairs and testing on the vehicle on Launch Pad 39B to preserve a launch attempt at the end of September. Managers chose to return the vehicle to the VAB to protect it fromthe threat of Hurricane Ian. Within the VAB, NASA further inspected and prepared SLS for selected November windows. In addition to progress to the Artemis I mission, significant progress was made on the Artemis II and Artemis III rockets. Progress was also made towards on the Block 1B and Block 2 variants, beginning on the fourth and ninth flight, respectively. Both variants will provide significant improvements in both launch mass and mission flexibility to multiple destinations. This paper will discuss Artemis I vehicle integration, testing, and available results from the launch campaign to date.

Bruce Askins↗