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This NASA Unmanned Flight Anomaly Report analyzes reported anomalies related to the in-flight performance of mechanisms on Jet Propulsion laboratory (JPL) unmanned space programs.
Among the many effects of high-speed, giant impacts is widescale melting that can potentially trigger catastrophic core formation. If the projectile is sufficiently large, the melt pools to form an intact melt region. The dense phase then segregates from the melt, forming a density anomoly at the melt region's base. If the anomoly produces a differential stress larger than a certain minimum, it overcomes the mantle's long-term elastic strength and rapidly forms a core. It was previously shown that giant impacts effectively trigger core formation in silicate bodies by the time they grow to the mass of Mercury and in icy bodies by the time they grow larger than Triton. In order for this process to be viable, an intact melt region must be formed. Conditions under which this occurs is examined in more detail than previously published.
A reassessment of the Assurance Processes regarding spacecraft is underway at JPL. Missions are more difficult, funding is constrained, and development guidelines are different. It is necessary to separate the nice-to-do tasks from the required tasks. We need to determine what we are doing, how well we are doing it, and what we should be doing. Tools to be used are reports of flight anomolies, reports of preflight test anomolies, evaluations of flight performance, and studies of the management of risk during development and performance stages and within programmatic realms.
A compromise optimum design for the low data rate users of the Tracking and Data Relay Satellite System (TDRSS) is presented. Design goals for the TDRSS are employed in this report to arrive at the transponder design. Multipath, R.F.I., antenna pattern anomolies, other user signals, and other definable degrading factors are included as trade-off parameters in the design. Synchronization, emergency voice, user stabilization, polarization diversity and error control coding are also considered and their impact on the transponder design is evaluated.
The emphasis in this study was on the use of multiple pass trajectories for aerobraking. However, for comparison, single pass trajectories, trajectories using ballutes, and trajectories corrupted by atmospheric anomolies were run. A two-pass trajectory was chosen to determine the relation between sensitivity to errors and payload to orbit. Trajectories that used only aerodynamic forces for maneuvering could put more weight into the target orbits but were very sensitive to variations from the planned trajectors. Using some thrust control resulted in less payload to orbit, but greatly reduced the sensitivity to variations from nominal trajectories. When compared to the non-thrusting trajectories investigated, the judicious use of thrusting resulted in multiple pass trajectories that gave 97 percent of the payload to orbit with almost none of the sensitivity to variations from the nominal.
We have selected a sample of 876 galaxy candidates from the IRAS Point Source Catalog in the region of 2(exp h) < alpha < 10(exp h) and 0 deg < delta < 36 deg, which crosses the Galactic anticenter part of the Zone of Avoidance (ZOA) and includes most of the highly obscured Orion-Taurus complex region. We have identified galaxies among the candidate sources by attempting to detect the 21 cm H I line of those sources which were not known to be galaxies at the beginning of the survey. In this manner, we constructed a galaxy sample which is largely free from Galactic reddening. Of the 272 observed candidates, 89 were detected in the H I line up to a heliocentric velocity of v(sub h) approximately 16,000 km/s. The resulting galaxy sample of 717 galaxies is fairly complete (within about 10%) and uniform (within about 4%) in the part of the survey area 10 deg away from the Galactic plane and for velocities up to at least 9000 km/s. This provides, for the first time, a largely unbiased view on the large-scale structures in much of the survey area. Our main results are the following: (1) Several large voids are identified. In particular, a void between alpha approximately equals 3(sup h) and 4(sup h), up to v(sub h) approximately 6000 km/s, separates the Pisces-Perseus supercluster at alpha < 3(sup h) from structures at alpha > 4(sup h); and a "nearby void" occupies most of our survey area and reaches out to a redshift of nearly 3000 km/s. (2) We found no nearby galaxy concentration that could significantly contribute to the "Local Velocity Anomoly" (LVA), but a general excess of galaxies around v(sub h) approximately 5000 km/s in the survey area. (3) The contrast between the "Great Wall" at v(sub h) approximately 8500 km/s and the void in front of it appears to gradually diffuse out after it enters the Zone of Avoidance from the northern Galactic hemisphere. (4) Our data combined with other galaxy surveys in or near the Galactic anticenter part of the ZOA suggest that the main ridge of the Pisces-Perseus supercluster does not extend to Abell 569, a cluster in the northern Galactic hemisphere, and that the simple gravitational model consisting of the Local Void of Tully & Fisher, our nearby void, and Puppis and Fornax-Eridanus clusters would predict a LVA whose direction is probably too far away from that derived from observations.
A long-term program is in progress at JPL to reduce cost and risk of mission operations through defect prevention and error management. A major element of this program, Mission Operations and Command Assurance (MO&QA), provides a system level function on flight projects to instill quality in mission operations. MO&CA embodies the Total Quality Management (TQM) principle of Continuous Process Inprovement (CPI) and uses CPI in applying automation to mission operations to reduce risk and costs. MO&CA has led efforts to apply and has implemented automation in areas that impact the daily flight project environment including Incident Surprise Anomoly tracking and reporting; command data verification, tracking, and reporting; and command support data usage. MO&CA's future work in automation will take into account that future missions systems must be designed to avoid increasing error through the introduction of automation, while adapting to the demands of smaller flight teams.
This paper reports the results of a small study of requirements changes to the onboard software of three spacecraft subsequent to launch. Only those requirement changes that resulted from post-launch anomalies (i.e., durring operations) were of interest here, since the goal was to better understand the relationship between critical anomolies during operations and how safety-critical requirements evolve.
Experimental measurements of the currents in pyro-activation circuits show that a structure current is generated during the pyro-activation process. This current is a transient current and is an intense source of electromagnetic interference. Analysis has indicated that the noise voltage induced on candidate victim circuits is sufficient to cause circuit upset and/or latchup. A survey of flight anomaly records has also correlated the occurrence of anomalies with the pyro-activation process. Detailed analyses, taking the spacecraft cabling configuration and circuit sensitivities into account, have shown that the structure current induced noise voltage could definitely be the cause of the anomalies. The threat of the structure current due to pyro-activation can be alleviated by isolating the pyro-activation circuit from ground and by proper arrangement of the cables in sensitive circuits.