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At least 181 records · Page 10

Analysis of Flash Lidar Field Test Data for Safe Lunar Landing

In May 2008, the Autonomous Landing and Hazard Avoidance Technology (ALHAT) Project conducted a helicopter field test of a commercial flash lidar to assess its applicability to safe lunar landing. The helicopter flew several flights, which covered a variety of slant ranges and viewing angles, over man-made and natural lunar-like terrains. The collected data were analyzed to assess the performance of the sensor and the performance of two algorithms: Hazard Detection (HD) and Hazard Relative Navigation (HRN). The collected flash lidar data were also used to validate a high fidelity flash lidar software model used in ALHAT Monte Carlo simulations. The field test results, combined with prior simulation results, advanced the technology readiness level of the HD algorithm to TRL 5 and the HRN algorithm to TRL 4.

hazard relative navigation↗

Development of A Crew Health and Performance System Probabilistic Risk Assessment Tool: Proof-of-Concept Approach

The crew health and performance (CHP) system represents the span of technological interventions and tested processes and procedures that in combination address the human risk to space flight. The Human Research Program (HRP) mental model of the CHP system breaks the capabilities needed to meet NASA human flight systems standards into specific categories (i.e., countermeasures, behavioral health, medical intervention). These categories are further broken down into specific sub-groups generally associated with the human system risks that these capabilities seek to mitigate. Like the approach used to develop the Integrated Medical Model (IMM) and the Medical Extensible Dynamic Probabilistic Risk Analysis Tool (MEDPRAT), HRP tasked NASA GRC’s Cross-Cutting Computational Modeling Project with developing a CHP probabilistic risk assessment tool, the CHP-PRA. The CHP-PRA model seeks to quantify and relatively assess the human risk state within the crew health and performance domain, using a combination of knowledge about human system risks and technology and practices likely to be applied during space flight missions. This modeling system will incorporate customer and stakeholder feedback and be flexible enough to address multiple different questions about important low-level mission-specific parameters. This presentation will introduce the initial concept and development timeline for this tool and demonstrate proof-of-concept through an application addressing a specific human risk question posed within the Artemis program.

Risk analysis↗

Extension of Space Food Shelf Life Through Hurdle Approach

The processed and prepackaged space food system is the main source of crew nutrition, and hence central to astronaut health and performance. Unfortunately, space food quality and nutrition degrade to unacceptable levels in two to three years with current food stabilization technologies. Future exploration missions will require a food system that remains safe, acceptable and nutritious through five years of storage within vehicle resource constraints. The potential of stabilization technologies (alternative storage temperatures, processing, formulation, ingredient source, packaging, and preparation procedures), when combined in hurdle approach, to mitigate quality and nutritional degradation is being assessed. Sixteen representative foods from the International Space Station food system were chosen for production and analysis and will be evaluated initially and at one, three, and five years with potential for analysis at seven years if necessary. Analysis includes changes in color, texture, nutrition, sensory quality, and rehydration ratio when applicable. The food samples will be stored at -20 C, 4 C, and 21 C. Select food samples will also be evaluated at -80 C to determine the impacts of ultra-cold storage after one and five years. Packaging film barrier properties and mechanical integrity will be assessed before and after processing and storage. At the study conclusion, if tested hurdles are adequate, formulation, processing, and storage combinations will be uniquely identified for processed food matrices to achieve a five-year shelf life. This study will provide one of the most comprehensive investigations of long duration food stability ever completed, and the achievement of extended food system stability will have profound impacts to health and performance for spaceflight crews and for relief efforts and military applications on Earth.

Cooper, M. R.↗

Mars Sample Return (MSR) Sample Receiving Facility (SRF) Assessment Study (MSAS)

NASA, in partnership with the European Space Agency (ESA), is seeking to return Martian geological and atmospheric samples to Earth for scientific study in the early 2030s. Due to the possibility that the samples could contain extraterrestrial life, Mars Sample Return (MSR) is classified as a Category V: Restricted Earth Return mission by the NASA Planetary Protection Office. As a result of this classification, a MSR Sample Receiving Facility (SRF) must not only provide a pristine environment to ensure samples are protected from terrestrial contamination for scientific investigations, it must also provide high-containment (biosafety level 4 [BSL-4]-equivalence) to isolate the samples from Earth’s biosphere until the samples are deemed safe for release and/or sterilized. The nominal utilization period for a SRF is anticipated to be 2-5 years and is intended to enable curation activities, biohazard assessment, select early science activities, and the rapid release of samples to the scientific community. However, to account for possible delays in schedule or the identification of extant life, this anticipated period of time must be flexible to accommodate schedule extensions and contingency plans. Due to requirements for high-level biological containment and cleanliness, a traditional receiving/curation facility cannot be utilized for MSR. Therefore, beginning in 2022, NASA Johnson Space Center is performing a MSR SRF Assessment Study (MSAS) to investigate the most optimal facility modality for a MSR SRF, as well as start to define programmatic early estimate of costs and schedules before the initial design phase begins. NASA is partnering with industry contractors (architectural and engineering firms with BSL-4 and cleanroom technology experience, as well as other contracted infrastructure and construction specialists) along with selected experts from NASA, ESA, existing U.S. BSL-4 facilities, and other U.S. government agencies, to carry out the assessment study. The MSAS should also aid in the future refinement of the science requirements (e.g., contamination control, equipment accommodations) before site-specific design would commence. As part of the MSAS, NASA is planning to assess an array of possibilities for a MSR SRF. One of the main considerations is the facility modality and whether an existing BSL-4 facility can be utilized (for some or all functions); or, if new constructure would be required, would a traditional fixed facility or a modular facility the best choice. MSAS will also investigate the ability of the modalities to accommodate two different facility capability endmembers: 1) a minimal facility focusing on biohazard assessment and curation tasks with a small footprint, and 2) an enhanced facility with additional capabilities to enable expedited processing and the completion of time-sensitive and (some) sterilization-sensitive science. The assessment is intended to generate information that will inform the selection of facility modalities for high-level conceptual design development. While the assessment study will focus on SRF requirements for accommodating curation, science, and sample safety assessment infrastructure, it will also consider an array of other factors, such as ease of access for international users, decommissioning, repurposing, future sale or lease following MSR’s use of the facility, and uncontained preparatory laboratory spaces. Upon completion of the study, the preferred modality and refined requirements would be utilized for site-specific design but will not be finalized until NASA’s completion of the National Environmental Policy Act (NEPA) process.

A.D. Harrington↗

SIM Lite Astrometric Observatory Progress Report

The SIM Lite Astrometric Observatory (aka SIM Lite), a micro-arcsecond astrometry space mission, has been developed in response to NASA's indefinite deferral of the SIM PlanetQuest mission. The SIM Lite mission, while significantly more affordable than the SIM PlanetQuest mission concept, still addresses the full breadth of SIM science envisioned by two previous National Research Council (NRC) Astrophysics Decadal Surveys at the most stringent 'Goal' level of astrometric measurement performance envisioned in those surveys. Over the past two years, the project has completed the conceptual design of the SIM Lite mission using only the completed SIM technology; published a 250 page book describing the science and mission design (available at the SIM website: http://sim.jpl.nasa.gov); been subject to an independent cost and technical readiness assessment by the Aerospace Corporation; and submitted a number of information responses to the NRC Astro2010 Decadal Survey. The project also conducted an exoplanet-finding capability double blind study that clearly demonstrated the ability of the mission to survey 60 to 100 nearby sun-like dwarf stars for terrestrial, habitable zone planets in complex planetary systems. Additionally, the project has continued Engineering Risk Reduction activities by building brassboard (form, fit and function to flight) version of key instrument elements and subjecting them to flight qualification environmental and performance testing. This paper summarizes the progress over the last two years and the current state of the SIM Lite project.

exoplanet↗

Parametric Analysis of Life Support Systems for Future Space Exploration Missions

Having adopted a flexible path approach to space exploration, the National Aeronautics and Space Administration is in a process of evaluating future targets for space exploration. In order to maintain the welfare of a crew during future missions, a suite of life support technology is responsible for oxygen and water generation, carbon dioxide control, the removal of trace concentrations of organic contaminants, processing and recovery of water, and the storage and reclamation of solid waste. For each particular life support subsystem, a variety competing technologies either exist or are under aggressive development efforts. Each individual technology has strengths and weaknesses with regard to launch mass, power and cooling requirements, volume of hardware and consumables, and crew time requirements for operation. However, from a system level perspective, the favorability of each life support architecture is better assessed when the sub-system technologies are analyzed in aggregate. In order to evaluate each specific life support system architecture, the measure of equivalent system mass (ESM) was employed to benchmark system favorability. Moreover, the results discussed herein will be from the context of loop-closure with respect to the air, water, and waste sub-systems. Specifically, closure relates to the amount of consumables mass that crosses the boundary of the vehicle over the lifetime of a mission. As will be demonstrated in this manuscript, the optimal level of loop closure is heavily dependent upon mission requirements such as duration and the level of extra- vehicular activity (EVA) performed. Sub-system level trades were also considered as a function of mission duration to assess when increased loop closure is practical. Although many additional factors will likely merit consideration in designing life support systems for future missions, the ESM results described herein provide a context for future architecture design decisions toward a flexible path program.

Swickrath, Michael J.↗

Advancement of the General Aviation Synthesis Program Using Python to Enable Optimization-Based Hybrid-Propulsion Aircraft Design

In support of the Electrified Powertrain Flight Demonstrator and Advanced Air Transport Technologies projects at NASA, a new tool has been developed at NASA’s Ames and Glenn Research Centers to enable coupled engine and airframe optimization and analysis. The new tool combines the engineering-level analysis methods and empirical models of the FORTRAN General Aviation Synthesis Program (GASP) with the Python-based OpenMDAO framework to provide a modular framework for efficient gradient-based optimization with the aim of incorporating new subsystem models for unconventional configurations. The tool has been verified against GASP analyses of several aircraft models and mission formulations. Preliminary efforts have been made to integrate pyCycle, a thermodynamic cycle analysis tool, to enable simultaneous optimization of hybrid propulsion system and vehicle parameters while taking full mission performance and constraints into account. This will improve current capabilities to assess impacts of electrified powertrain technologies on future aircraft designs.

Kenneth R. Lyons↗

Advancement of the General Aviation Synthesis Program Using Python to Enable Optimization-Based Hybrid-Propulsion Aircraft Design

In support of the Electrified Powertrain Flight Demonstrator and Advanced Air Transport Technologies projects at NASA, a new tool has been developed at NASA's Ames and Glenn Research Centers to enable coupled engine and airframe optimization and analysis. The new tool combines the engineering-level analysis methods and empirical models of the FORTRAN General Aviation Synthesis Program (GASP) with the Python-based OpenMDAO framework to provide a modular framework for efficient gradient-based optimization with the aim of incorporating new subsystem models for unconventional configurations. The tool has been verified against GASP analyses of several aircraft models and mission formulations. Preliminary efforts have been made to integrate pyCycle, a thermodynamic cycle analysis tool, to enable simultaneous optimization of hybrid propulsion system and vehicle parameters while taking full mission performance and constraints into account. This will improve current capabilities to assess impacts of electrified powertrain technologies on future aircraft designs.

Kenneth R Lyons↗

Energy Storage Project

NASA's Exploration Technology Development Program funded the Energy Storage Project to develop battery and fuel cell technology to meet the expected energy storage needs of the Constellation Program for human exploration. Technology needs were determined by architecture studies and risk assessments conducted by the Constellation Program, focused on a mission for a long-duration lunar outpost. Critical energy storage needs were identified as batteries for EVA suits, surface mobility systems, and a lander ascent stage; fuel cells for the lander and mobility systems; and a regenerative fuel cell for surface power. To address these needs, the Energy Storage Project developed advanced lithium-ion battery technology, targeting cell-level safety and very high specific energy and energy density. Key accomplishments include the development of silicon composite anodes, lithiated-mixed-metal-oxide cathodes, low-flammability electrolytes, and cell-incorporated safety devices that promise to substantially improve battery performance while providing a high level of safety. The project also developed "non-flow-through" proton-exchange-membrane fuel cell stacks. The primary advantage of this technology set is the reduction of ancillary parts in the balance-of-plant--fewer pumps, separators and related components should result in fewer failure modes and hence a higher probability of achieving very reliable operation, and reduced parasitic power losses enable smaller reactant tanks and therefore systems with lower mass and volume. Key accomplishments include the fabrication and testing of several robust, small-scale nonflow-through fuel cell stacks that have demonstrated proof-of-concept. This report summarizes the project s goals, objectives, technical accomplishments, and risk assessments. A bibliography spanning the life of the project is also included.

Mercer, Carolyn R.↗

Parametric Analysis of Life Support Systems for Future Space Exploration Missions

The National Aeronautics and Space Administration is in a process of evaluating future targets for space exploration. In order to maintain the welfare of a crew during future missions, a suite of life support technology is responsible for oxygen and water generation, carbon dioxide control, the removal of trace concentrations of organic contaminants, processing and recovery of water, and the storage and reclamation of solid waste. For each particular life support subsystem, a variety competing technologies either exist or are under aggressive development efforts. Each individual technology has strengths and weaknesses with regard to launch mass, power and cooling requirements, volume of hardware and consumables, and crew time requirements for operation. However, from a system level perspective, the favorability of each life support architecture is better assessed when the sub-system technologies are analyzed in aggregate. In order to evaluate each specific life support system architecture, the measure of equivalent system mass (ESM) was employed to benchmark system favorability. Moreover, the results discussed herein will be from the context of loop-closure with respect to the air, water, and waste sub-systems. Specifically, closure relates to the amount of consumables mass that crosses the boundary of the vehicle over the lifetime of a mission. As will be demonstrated in this manuscript, the optimal level of loop closure is heavily dependent upon mission requirements such as duration and the level of extra-vehicular activity (EVA) performed. Sub-system level trades were also considered as a function of mission duration to assess when increased loop closure is practical. Although many additional factors will likely merit consideration in designing life support systems for future missions, the ESM results described herein provide a context for future architecture design decisions toward a flexible path program.

Swickrath, Michael J.↗

Crash Testing of Helicopter Airframe Fittings

As part of the Rotary Wing Structures Technology Demonstration (RWSTD) program, a surrogate RAH-66 seat attachment fitting was dynamically tested to assess its response to transient, crash impact loads. The dynamic response of this composite material fitting was compared to the performance of an identical fitting subjected to quasi-static loads of similar magnitude. Static and dynamic tests were conducted of both smaller bench level and larger full-scale test articles. At the bench level, the seat fitting was supported in a steel fixture, and in the full-scale tests, the fitting was integrated into a surrogate RAH-66 forward fuselage. Based upon the lessons learned, an improved method to design, analyze, and test similar composite material fittings is proposed.

Clarke, Charles W.↗

On Noise Assessment for Blended Wing Body Aircraft

A system noise study is presented for the blended-wing-body (BWB) aircraft configured with advanced technologies that are projected to be available in the 2025 timeframe of the NASA N+2 definition. This system noise assessment shows that the noise levels of the baseline configuration, measured by the cumulative Effective Perceived Noise Level (EPNL), have a large margin of 34 dB to the aircraft noise regulation of Stage 4. This confirms the acoustic benefits of the BWB shielding of engine noise, as well as other projected noise reduction technologies, but the noise margins are less than previously published assessments and are short of meeting the NASA N+2 noise goal. In establishing the relevance of the acoustic assessment framework, the design of the BWB configuration, the technical approach of the noise analysis, the databases and prediction tools used in the assessment are first described and discussed. The predicted noise levels and the component decomposition are then analyzed to identify the ranking order of importance of various noise components, revealing the prominence of airframe noise, which holds up the levels at all three noise certification locations and renders engine noise reduction technologies less effective. When projected airframe component noise reduction is added to the HWB configuration, it is shown that the cumulative noise margin to Stage 4 can reach 41.6 dB, nearly at the NASA goal. These results are compared with a previous NASA assessment with a different study framework. The approaches that yield projections of such low noise levels are discussed including aggressive assumptions on future technologies, assumptions on flight profile management, engine installation, and component noise reduction technologies. It is shown that reliable predictions of component noise also play an important role in the system noise assessment. The comparisons and discussions illustrate the importance of practical feasibilities and constraints in aircraft system noise studies, which include aerodynamic performance, propulsion efficiency, flight profile limitation and many other factors. For a future aircraft concept to achieve the NASA N+2 noise goal it will require a range of fully successful noise reduction technology developments.

Guo, Yueping↗

Investigation of the Effects of Cathode Flow Fraction and Position on the Performance and Operation of the High Voltage Hall Accelerator

The National Aeronautics and Space Administration (NASA) Science Mission Directorate In- Space Propulsion Technology office is sponsoring NASA Glenn Research Center (GRC) to develop a 4 kW-class Hall thruster propulsion system for implementation in NASA science missions. Tests were performed within NASA GRC Vacuum Facility 5 at background pressure levels that were six times lower than what has previously been attained in other vacuum facilities. A study was conducted to assess the impact of varying the cathode-to-anode flow fraction and cathode position on the performance and operational characteristics of the High Voltage Hall Accelerator (HiVHAc) thruster. In addition, the impact of injecting additional xenon propellant in the vicinity of the cathode was also assessed. Cathode-to-anode flow fraction sensitivity tests were performed for power levels between 1.0 and 3.9 kW. It was found that varying the cathode flow fraction from 5 to approximately 10% of the anode flow resulted in the cathode-to-ground voltage becoming more positive. For an operating condition of 3.8 kW and 500 V, varying the cathode position from a distance of closest approach to 600 mm away did not result in any substantial variation in thrust but resulted in the cathode-to-ground changing from -17 to -4 V. The change in the cathode-to-ground voltage along with visual observations indicated a change in how the cathode plume was coupling to the thruster discharge. Finally, the injection of secondary xenon flow in the vicinity of the cathode had an impact similar to increasing the cathode-to-anode flow fraction, where the cathode-to-ground voltage became more positive and discharge current and thrust increased slightly. Future tests of the HiVHAc thruster are planned with a centrally mounted cathode in order to further assess the impact of cathode position on thruster performance.

Cathode Coupling↗

Assessment of the Performance Potential of Advanced Subsonic Transport Concepts for NASA's Environmentally Responsible Aviation Project

NASA's Environmentally Responsible Aviation (ERA) project has matured technologies to enable simultaneous reductions in fuel burn, noise, and nitrogen oxide (NOx) emissions for future subsonic commercial transport aircraft. The fuel burn reduction target was a 50% reduction in block fuel burn (relative to a 2005 best-in-class baseline aircraft), utilizing technologies with an estimated Technology Readiness Level (TRL) of 4-6 by 2020. Progress towards this fuel burn reduction target was measured through the conceptual design and analysis of advanced subsonic commercial transport concepts spanning vehicle size classes from regional jet (98 passengers) to very large twin aisle size (400 passengers). Both conventional tube-and-wing (T+W) concepts and unconventional (over-wing-nacelle (OWN), hybrid wing body (HWB), mid-fuselage nacelle (MFN)) concepts were developed. A set of propulsion and airframe technologies were defined and integrated onto these advanced concepts which were then sized to meet the baseline mission requirements. Block fuel burn performance was then estimated, resulting in reductions relative to the 2005 best-in-class baseline performance ranging from 39% to 49%. The advanced single-aisle and large twin aisle T+W concepts had reductions of 43% and 41%, respectively, relative to the 737-800 and 777-200LR aircraft. The single-aisle OWN concept and the large twin aisle class HWB concept had reductions of 45% and 47%, respectively. In addition to their estimated fuel burn reduction performance, these unconventional concepts have the potential to provide significant noise reductions due, in part, to engine shielding provided by the airframe. Finally, all of the advanced concepts also have the potential for significant NOx emissions reductions due to the use of advanced combustor technology. Noise and NOx emissions reduction estimates were also generated for these concepts as part of the ERA project.

Nickol, Craig L.↗

A Human Factors Approach to Bridging Systems and Introducing New Technologies

The application of human factors in aviation has grown to cover a wide range of disciplines and methods capable of assessing human-systems integration at many levels. For example, at the individual level, pilot workload may be studied while at the team level, coordinated workload distribution may be the focal point. At the organizational level, the way in which individuals and teams are supported by training and standards, policies and procedures may introduce additional, relevant topics. A consideration of human factors at each level contributes to our understanding of successes and failures in pilot performance, but this system focused on the flight deck alone -- is only one part of the airspace system. In the FAA's NextGen plan to overhaul the National Airspace System (NAS), new capabilities will enhance flightdeck systems (pilots), flight operations centers (dispatchers) and air traffic control systems (controllers and air traffic managers). At a minimum, the current roles and responsibilities of these three systems are likely to change. Since increased automation will be central to many of the enhancements, the role of automation is also likely to change. Using NextGen examples, a human factors approach for bridging complex airspace systems will be the main focus of this presentation. It is still crucial to consider the human factors within each system, but the successful implementation of new technologies in the NAS requires an understanding of the collaborations that occur when these systems intersect. This human factors approach to studying collaborative systems begins with detailed task descriptions within each system to establish a baseline of the current operations. The collaborative content and context are delineated through the review of regulatory and advisory materials, letters of agreement, policies, procedures and documented practices. Field observations and interviews also help to fill out the picture. Key collaborative functions across systems are identified and placed on a phase-of-flight timeline including information requirements, decision authority and use of automation, as well as level of frequency and criticality.

Kanki, Barbara G.↗

Technology requirements for GaAs photovoltaic arrays

An analysis based on percent GaAs solar cell weight and cost is performed to assess the utility of this cell for future space missions. It is shown that the GaAs substrate cost and the end-of-life (EOL) advantage the cell can provide over the space qualified silicon solar cell are the dominant factors determining potential use. Examples are presented to show that system level advantages resulting from reduction in solar panel area may warrant the use of GaAs at its current weight and projected initial cost provided the EOL advantage over silicon is at least 20 percent.

Scott-Monck, J.↗

Subscale Carbon-Carbon Nozzle Extension Development and Hot Fire Testing in Support of Upper Stage Liquid Rocket Engines

Upper stage and in-space liquid rocket engines are optimized for performance through the use of high area ratio nozzles to fully expand combustion gases to low exit pressures increasing exhaust velocities. Due to the large size of such nozzles and the related engine performance requirements, carbon-carbon (C/C) composite nozzle extensions are being considered for use in order to reduce weight impacts. NASA and industry partner Carbon-Carbon Advanced Technologies (C-CAT) are working towards advancing the technology readiness level of large-scale, domestically-fabricated, C/C nozzle extensions. These C/C extensions have the ability to reduce the overall costs of extensions relative to heritage metallic and composite extensions and to decrease weight by 50%. Material process and coating developments have advanced over the last several years, but hot fire testing to fully evaluate C/C nozzle extensions in relevant environments has been very limited. NASA and C-CAT have designed, fabricated and hot fire tested multiple subscale nozzle extension test articles of various C/C material systems, with the goal of assessing and advancing the manufacturability of these domestically producible materials as well as characterizing their performance when subjected to the typical environments found in a variety of liquid rocket and scramjet engines. Testing at the MSFC Test Stand 115 evaluated heritage and state-of-the-art C/C materials and coatings, demonstrating the capabilities of the high temperature materials and their fabrication methods. This paper discusses the design and fabrication of the 1.2k-lbf sized carbon-carbon nozzle extensions, provides an overview of the test campaign, presents results of the hot fire testing, and discusses potential follow-on development work.

Gradl, Paul↗

Wearable Biosensor Monitor to Support Autonomous Crew Health and Readiness to Perform

For future human exploration missions, NASA needs a health monitoring system composed of hardware that is compact, fully interoperable with an integrated data management system, and requires minimal consumables. Such a system will be achieved through the integration of small, easy to use biomedical sensors that will have the ability to measure, store and transmit physiological parameters during operational and ambulatory activity. Since 2012, the Canadian Space Agency (CSA) has been active in funding the development of wearable biomonitoring sensors. The Astroskin is the first prototype and consists of a shirt-based garment and headband with embedded sensors, and associated software and technology that measure vital signs, sleep quality and activity level of the wearer. NASA and CSA have been collaborating since 2014 to test and validate this system in a lab environment at Ames Research Center and more recently in the Human Exploration Research Analog (HERA) located at Johnson Spaceflight Center. Specific objectives of the HERA study were: 1) to assess the performance of the Astroskin biosensor system for long-term health monitoring (24-hours) capabilities and during exercise as a measure of crew fitness; 2) to obtain crew feedback on comfort and usability of the Astroskin system; 3) to demonstrate performance of Bluetooth communication during real-time transmission and for verification of data in this environment; and 4) to obtain baseline data for further development of algorithms and tools that facilitate decision support for diagnosing and monitoring of a sick or injured crewmember. HERA Campaign 3 included four missions (each 30-days in duration) with four crewmembers assigned to each mission. A total of 9 men and 7 women participated in the Astroskin evaluation that included continuous physiological monitoring (24-hours) on mission days MD-11, MD1 (high workload), MD15 (low workload), MD19, MD29, and MD+7. Mission days 19 and 29 also included 30 minutes of sub-maximal exercise on a cycle ergometer. Following each 24-hour monitoring session crew physiological data were downloaded to laptops and each crewmember completed a 28 question survey on their experiences with the Astroskin hardware and software. This presentation will focus on lessons learned from the HERA missions. Specifically it will address Astroskin system performance in terms of data loss and data quality (no comparison to lab standard devices), wireless communication with the onboard mobile device, crew usability and comfort, and future development of a next generation biomonitoring system.

crew fitness↗