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NASA NTRS2017

The Benefits of Incorporating Shipping Containers into the Climate Change Adaption Plans at NASA Wallops Flight Facility

The National Aeronautics and Space Administration has several centers and facilities located near the coast that are undoubtedly susceptible to climate change. One of those facilities is Wallops Flight Facility on the Eastern Shore of Virginia which is separated into three areas: Main Base, Mainland, and the Island. Wallops Island has numerous buildings and assets that are vulnerable to flood inundation, intense storms, and storm surge. The shoreline of Wallops Island is prone to beach erosion and is slated for another beach replenishment project in 2019. In addition, current climate projections for NASAs centers and facilities, conducted by the Climate Adaptation Science Investigators, warn of inevitable increases in annual temperature, precipitation, sea level rise, and extreme events such as heat waves. The aforementioned vulnerabilities Wallops Island faces in addition to the projections of future climate change reveal an urgency for NASA to adjust how new buildings at its centers and facilities near the coast are built to adapt to the inevitable effects of climate change. Although the agency has made strides to mitigate the effects of climate change by incorporating L.E.E.D. into new buildings that produce less greenhouse gas, the strides for the agency to institute clear climate adaptation policies for the buildings at its centers and facilities near the coast seem to lag behind. As NASA continues to formulate formidable climate change adaptation plans for its centers and facilities, an architectural trend that should be examined for its potential to replace several old buildings at Wallops Island is shipping containers buildings. Shipping containers or Intermodal Steel Building Units offer an array of benefits such as strength, durability, versatility, modular, and since they can be upcycled, they are also eco-friendly. Some disadvantages of shipping containers are they contain harmful chemicals, insulation must be added, fossil fuels must be used to transport them to the site, and multiple ISBUs are needed. However, the benefits of shipping container buildings could be utilized at NASA centers or facilities near the coast such as Wallops Island on new buildings that are designed to adapt to the impending effects of climate change. Thus, this Masters Research Project will explore how those benefits can be incorporated into the climate change adaptation plans at Wallops Island and make recommendations for policy guidelines and shipping container buildings specific to Wallops Island.

Sustainable Design↗
NASA NTRSDate not supplied

Geometric Assessment of PlanetScope Imagery

Commercial companies such as Maxar, Planet Labs, and BlackSky have built large archives of high resolution (1-3 m) Earth observing data. The high temporal resolution and global coverage of these satellites makes commercial satellite images ideal for scientists studying rapidly changing processes such as flooding and fires. The high spatial resolution allows scientists to push studies to a fine scale such as monitoring agricultural growth experiments or detecting vehicles for traffic management. Scientists using these data need to know geolocation accuracy, band-to-band registration (BBR), and pixel footprint size to best determine appropriate applications as well as what extra steps they will need to take to use the data. Here, we find those key geometric properties for images from Planet Labs’ SuperDove constellation. Geolocation accuracy is assessed relative to WorldView images at globally distributed cities, band-to-band registration (BBR) is examined for every image we acquired (200+ images), and pixel footprint sizes are calculated from edge responses of the images over Cal/Val sites in China, India, or USA both near launch time and 1+ years after launch. We find that SuperDove geolocation is highly self-consistent with average global offsets among SuperDove images of 3.80 m (1.27 pixels). Despite this self-consistency, relative geolocation accuracy (with WorldView images as reference) varies by location from 3.20 m – 28.09 m mean offset. SuperDove BBR is sub-pixel and varies by band, with a mean radial offset relative to red band varying from 0.39 - 1.13 m. SuperDove image footprint size improves after 1+ years in orbit, with an average footprint size of 3.41 pixels (10.24 m) soon after launch and 3.23 pixels (9.7 m) 1+ years after launch. The BBR and self-consistency offsets are relatively small, given the large footprint sizes. A similarly extensive investigation is in progress for Planet Labs’ Dove-R series.

Alana G. Semple↗
NASA NTRS2008

The Use of Solar Heating and Heat Cured Polymers for Lunar Surface Stabilization

Dust ejecta can affect visibility during a lunar landing, erode nearby coated surfaces and get into mechanical assemblies of in-place infrastructure. Regolith erosion was observed at many of the Apollo landing sites. This problem needs to be addressed at the beginning of the lunar base missions, as the amount of infrastructure susceptible to problems will increase with each landing. Protecting infrastructure from dust and debris is a crucial step in its long term functionality. A proposed way to mitigate these hazards is to build a lunar launch pad. Other areas of a lunar habitat will also need surface stabilization methods to help mitigate dust hazards. Roads would prevent dust from being lifted during movement and dust free zones might be required for certain areas critical to crew safety or to critical science missions. Work at NASA Kennedy Space Center (KSC) is investigating methods of stabilizing the lunar regolith including: sintering the regolith into a solid and using heat or UV cured polymers to stabilize the surface. Sintering, a method in which powders are heated until fusing into solids, has been proposed as one way of building a Lunar launch/landing pad. A solar concentrator has been built and used in the field to sinter JSC-1 Lunar stimulant. Polymer palliatives are used by the military to build helicopter landing pads and roads in dusty and sandy areas. Those polymers are dispersed in a solvent (water), making them unsuitable for lunar use. Commercially available, solvent free, polymer powders are being investigated to determine their viability to work in the same way as the solvent borne terrestrial analog. This presentation will describe the ongoing work at KSC in this field. Results from field testing will be presented. Physical testing results, including compression and abrasion, of field and laboratory prepared samples will be presented.

Hintze, Paul↗
NASA NTRS2004

Winds, Water Budgets and Stable Isotopes in Tropical Cyclones using TRMM and QUICKSCAT

Water vapor is the most abundant greenhouse gas in the atmosphere. Changes in its concentration and distribution are controlled by the hydrologic cycle. Because of its capacity to absorb and emit long wave radiation, release latent heat during condensation in storms and reflect short wave radiation when clouds form it has a major impact on Global climate change. The stable isotope ratios of water are H20 H2l6O and H0 H2l6O. These ratios change whenever water undergoes a phase change. They also change in both rain and water vapor whenever an air parcel is exposed to rain. In addition the relative changes in the two ratios differ as a &nction of the relative humidity. In short, the stable isotope ratios in water vapor in the atmosphere contain an integrated history of the processes affecting the concentration and distribution of water vapor in the atmosphere. Therefore the measurement and interpretation of changes in these stable isotope ratios are a powerful tool matched by no other method in tracing the transport history of water in the atmosphere. Our initial studies under this grant focused on the changes of the stable isotope ratios of precipitation and water vapor in tropical cyclones. The changes in time and space were found to be very large and to trace the transport of water in the storms reflecting changes in basic structural features. Because the stable isotope ratios of rains from tropical cyclones are so low flooding associated with land falling tropical cyclones introduces a negative isotopic spike into the coastal surface waters. In addition the stable isotope ratios of water vapor in the vicinity of tropical cyclones is anomalously low. This suggests that carbonate shelled organisms such as ostracoda living in coastal waters have the potential to record the isotopic spike and thereby provide a long term record of tropical storm activity in sediment cores containing fossil shells. Likewise, tree rings in coastal environments offer a similar potential. We have analyzed the oxygen isotopic composition of ostrcoda shells formed in the floodwaters of Tropical Storm Allison (2001) and discovered the negative isotopic 1 16 spike. Because we had learned that storm activity has a major impact on the stable isotope ratios of water vapor in the tropics and sub-tropics we decided to analyze the isotopic compositions of water vapor in different locations in the tropics. We did this in Puerto Escondido, Mexico in July 1998, near Kwajalein Island in the Pacific in 1999 as part of a TRMM summer field program and in 2001 in Key West, Florida as part of the CAMEX 4 summer field program. Our isotopic studies along with our earlier tropical cyclone studies showed that the low isotopic ratios in water vapor induced by exposure to rains the storms persisted for 48 hours often far away from the original storm site. We also noted that positive isotopic spikes were introduced into atmospheric water vapor if winds were high and extensive sea spray was present. These findings have a significant impact on the interpretation of the stable isotope studies of tropical ice cores found in the high mountain regions of the tropics. The assumption made in interpreting the ice core record is that the source water vapor evaporated from the sea surface is in near isotopic equilibrium with the seawater and undergoes a decrease during its transport that reflects the change in temperature from the sea surface to the site of the ice core. Because an additional isotopic depletion occurs at the sea surface source area that depends on the intensity, duration and size of the tropical rain system the isotopic variations found in the ice cores must take into account changes in past storm activity in the tropics. These systems must be an important source of water vapor to the ice cores because they charge the troposphere with water vapor to a far greater vertical height than evaporation in quiescent regions. Finally, an interest in increased heat transfer in thnterior of tropical cyclones resulting from greater amounts of sea spray is a topic of considerable interest to the research community. Increases in sea spray may be related to rapid changes in the intensity of hurricanes, a feature of hurricanes that currently is very poorly forecast. Project CBLAST of the Hurricane Research Division of NOAA is an active program that uses P3 research aircraft to evaluate this problem. An instrument has been designed and built at the University of Houston that will be placed on the P3 research aircraft during the 2004 hurricane season. It continuously measures the salt content of rain in hurricanes. Changes in the salt content of the rains should reflect the abundance of sea spray at the sea surface. In this way maps of sea spray intensity in hurricanes may be forthcoming. This should help computer modelers who simulate hurricanes to better understand the potential of changes in sea spray to change the intensity of hurricanes. The cost of designing, building and installing this instrument was borne largely by funding from this NASA grant. A list of presentations at national meetings and publications that were as the result of funding from this NASA grant are found in the report.

Lawrence, James R.↗
NASA NTRS1996

Propulsion Selection for 85kft Remotely Piloted Atmospheric Science Aircraft

This paper describes how a 3 stage turbocharged gasoline engine was selected to power NASA's atmospheric science unmanned aircraft now under development. The airplane, whose purpose is to fly sampling instruments through targeted regions of the upper atmosphere at the exact location and time (season, time of day) where the most interesting chemistry is taking place, must have a round trip range exceeding 1000 km, carry a payload of about 500 lb to altitudes exceeding 80 kft over the site, and be able to remain above that altitude for at least 30 minutes before returning to base. This is a subsonic aircraft (the aerodynamic heating and shock associated with supersonic flight could easily destroy the chemical species that are being sampled) and it must be constructed so it will operate out of small airfields at primitive remote sites worldwide, under varying climate and weather conditions. Finally it must be low cost, since less than $50 M is available for its development. These requirements put severe constraints on the aircraft design (for example, wing loading in the vicinity of 10 psf) and have in turn limited the propulsion choices to already-existing hardware, or limited adaptations of existing hardware. The only candidate that could emerge under these circumstances was a propeller driven aircraft powered by spark ignited (SI) gasoline engines, whose intake pressurization is accomplished by multiple stages of turbo-charging and intercooling. Fortunately the turbocharged SI powerplant, owing to its rich automotive heritage and earlier intensive aero powerplant development during WWII, enjoys in addition to its potentially low development costs some subtle physical advantages (arising from its near-stochiometric combustion) that may make it smaller and lighter than either a turbine engine or a diesel for these altitudes. Just as fortunately, the NASA/industry team developing this aircraft includes the same people who built multi-stage turbocharged SI powerplants for unmanned military spyplanes in the early 1980's. Now adapting hardware developed for reconaissance at 65-70 kft to the interests of atmospheric science at 80-90 kft, their efforts should yield an aero powerplant that pushes the altitude limits of subsonic air breathing propulsion.

Bents, David J.↗
NASA NTRS2010

Implementation of an Autonomous Multi-Maneuver Targeting Sequence for Lunar Trans-Earth Injection

Using a fully analytic initial guess estimate as a first iterate, a targeting procedure that constructs a flyable burn maneuver sequence to transfer a spacecraft from any closed Moon orbit to a desired Earth entry state is developed and implemented. The algorithm is built to support the need for an anytime abort capability for Orion. Based on project requirements, the Orion spacecraft must be able to autonomously calculate the translational maneuver targets for an entire Lunar mission. Translational maneuver target sequences for the Orion spacecraft include Lunar Orbit Insertion (LOI), Trans-Earth Injection (TEI), and Trajectory Correction Maneuvers (TCMs). This onboard capability is generally assumed to be supplemental to redundant ground computation in nominal mission operations and considered as a viable alternative primarily in loss of communications contingencies. Of these maneuvers, the ability to accurately and consistently establish a flyable 3-burn TEI target sequence is especially critical. The TEI is the sole means by which the crew can successfully return from the Moon to a narrowly banded Earth Entry Interface (EI) state. This is made even more critical by the desire for global access on the lunar surface. Currently, the designed propellant load is based on fully optimized TEI solutions for the worst case geometries associated with the accepted range of epochs and landing sites. This presents two challenges for an autonomous algorithm: in addition to being feasible, the targets must include burn sequences that do not exceed the anticipated propellant load.

Whitley, Ryan J.↗
NASA NTRS2014

Nuclear Thermal Propulsion Ground Test History

Nuclear Thermal Propulsion (NTP) was started in ~1955 under the Atomic Energy Commission as project Rover and was assigned to Los Alamos National Laboratory. The Nevada Test Site was selected in 1956 and facility construction began in 1957. The KIWI-A was tested on July 1, 1959 for 5 minutes at 70MW. KIWI-A1 was tested on July 8, 1960 for 6 minutes at 85MW. KIWI-A3 was tested on October 10, 1960 for 5 minutes at 100MW. The National Aeronautics and Space Administration (NASA) was formed in 1958. On August 31, 1960 the AEC and NASA established the Space Nuclear Propulsion Office and named Harold Finger as Director. Immediately following the formation of SNPO, contracts were awarded for the Reactor In Flight Test (RIFT), master plan for the Nuclear Rocket Engine Development Station (NRDS), and the Nuclear Engine for Rocket Vehicle Application (NERVA). From December 7, 1961 to November 30, 1962, the KIWI-B1A, KIWI-B1B, and KIWI-B4A were tested at test cell A. The last two engines were only tested for several seconds before noticeable failure of the fuel elements. Harold Finger called a stop to any further hot fire testing until the problem was well understood. The KIWI-B4A cold flow test showed the problem to be related to fluid dynamics of hydrogen interstitial flow causing fuel element vibrations. President Kennedy visited the NTS one week after the KIWI-B4A failure and got to see the engine starting to be disassembled in the maintenance facility. The KIWI-B4D and KIWI-B4E were modified to not have the vibration problems and were tested in test cell C. The NERVA NRX program started testing in early 1964 with NRX-A1 cold flow test series (unfueled graphite core), NRX-A2 and NRX-A3 power test series up to 1122 MW for 13 minutes. In March 1966, the NRX-EST (Engine System Test) was the first breadboard using flight functional relationship and total operating time of 116 minutes. The NRX-EST demonstrated the feasibility of a hot bleed cycle. The NRX-A5 had multiple start-ups in May-June 1966 with 30.75 minutes accumulative operating time at or above 1GW. The NRX-A6 was tested in December 1969 and ran for 62 minutes at 1100 MW. Each engine had post-test examination and found various structure anomalies which were identified for correction and the fuel element corrosion rate was reduced. The Phoebus series of research reactors began testing at test cell C, in June 1965 with Phoebus 1A. Phoebus 1A operated for 10.5 minutes at 1100 MW before unexpected loss of propellant and leading to an engine breakdown. Phoebus 1B ran for 30 minutes in February of 1967. Phoebus 2A was the highest steady state reactor built at 5GW. Phoebus 2A ran for 12 minutes at 4100 MW demonstrating sufficient power is available. The Peewee test bed reactor was tested November- December 1968 in test cell C for 40 minutes at 500MW with overall performance close to pre-run predictions. The XE' engine was the only engine tested with close to a flight configuration and fired downward into a diffuser at the Engine Test Stand (ETS) in 1969. The XE' was 1100 MW and had ~28 start-ups. The nuclear furnace NF-1 was operated at 44 MW with multiple test runs at 90 minutes in the summer of 1972. The NF-1 was the last NTP reactor tested. The Rover/NERVA program was cancelled in 1973. However, before cancellation, a lot of other engineering work was conducted by Aerojet on a 75, 000 lbf prototype flight engine and by Los Alamos on a ~16,000 lbf "Small Engine" nuclear rocket design. The ground test history of NTP at the NRDS also offers many lessons learned on how best to setup, operate, emergency shutdown, and post-test examine NTP engines. The reactor and engine maintenance and disassembly facilities were used for assembly and inspection of radioactive engines after testing. Most reactor/ engines were run at test cell A or test cell C with open air exhaust. The Rover/NERVA program became aware of a new environmental regulation that would restrict the amount of radioactive particulates allowed to be release in open air and successfully demonstrated a scrubber concept with the NF-1. The ETS stand was the only one with a high altitude test chamber used for XE'. The ETS and other test cells showed the effects the engine's radiation had on the facility materials and instrumentation as well as side effects the ground test facility has back on the engine operation. The breakdown of Phoebus 1A at test cell C showed how the site was cleaned up and back to operation for five more engines before the program was cancelled.

Gerrish, Harold P.↗
NASA NTRS1981

Three-axis electron-beam test facility

An electron beam test facility, which consists of a precision multidimensional manipulator built into an ultra-high-vacuum bell jar, was designed, fabricated, and operated at Lewis Research Center. The position within the bell jar of a Faraday cup which samples current in the electron beam under test, is controlled by the manipulator. Three orthogonal axes of motion are controlled by stepping motors driven by digital indexers, and the positions are displayed on electronic totalizers. In the transverse directions, the limits of travel are approximately + or - 2.5 cm from the center with a precision of 2.54 micron (0.0001 in.); in the axial direction, approximately 15.0 cm of travel are permitted with an accuracy of 12.7 micron (0.0005 in.). In addition, two manually operated motions are provided, the pitch and yaw of the Faraday cup with respect to the electron beam can be adjusted to within a few degrees. The current is sensed by pulse transformers and the data are processed by a dual channel box car averager with a digital output. The beam tester can be operated manually or it can be programmed for automated operation. In the automated mode, the beam tester is controlled by a microcomputer (installed at the test site) which communicates with a minicomputer at the central computing facility. The data are recorded and later processed by computer to obtain the desired graphical presentations.

Dayton, J. A., Jr.↗
NASA NTRSDate not supplied

VIPER Lunar Rover Agile Mission Systems

Agile development methods, which have gone from outlier to mainstream in software development, are poised to expand into all aspects of space mission development. Modern software development operates on a principle of continuous deployment, where progress is verified not with conventional metrics, but with a continuous build, available to key stakeholders, enabling direct examination of the state of the code base, and assessment of progress through demonstration of capability. Delivery times are measured in weeks, not months. Stakeholders are part of the process on an ongoing basis. The cost of change is comparatively low and requirements, which often are not precisely defined at the start of a project, may be iteratively refined in a series of agile development cycles. Agile methods are compatible with traditional system engineering methods and may be tailored to the space operations environment. The low cost of change and iterative development cycles of agile enable requirements to be defined as outcomes and constraints, with design details to be refined during the development cycle. We are now at a point where agile methods may be extended beyond software, to Mission Systems, including the Mission Operations System and the Ground Data System. For NASA’s VIPER Lunar Rover Mission, scheduled to land at a lunar pole in late 2023, we are developing the Mission System using agile methods. As in agile software, where the measure of progress is working code, in agile mission system development, the measure of capability is what we can demonstrate. Demonstrations over presentations. We demonstrate mission system capability using simulations. The concept of operations, from commanding, to driving the rover, to how we downlink images for evaluation for a near-real time command cycle, will be tested and proven in simulation, years before we begin the traditional simulation cycle for training. “Say it then simulate it.” We develop and refine our designs using simulations, with an emphasis on new components of the system that are not well known early. For example, the required duration of a mission planning cycle for a lunar surface asset such as VIPER, that operates twenty-four hours a day, seven days a week, with continuous communications and a unique set of constraints based on the physics of the lunar poles and the line of site to Earth, is a unique problem in mission planning that is unlikely to be solved in a series of meetings. A small number of requirements specifying the outcomes may serve as the jumping off point to an agile development cycle, with demonstration in simulations. We have already demonstrated this process with simulations of rover driver decision time. VIPER is driven using near-real time command and control to waypoints. The driver decision time between waypoints is a fundamental enabling unit of productivity to accomplish the mission timeline. We have validated driver decision time in simulations of rover driving at the lunar South Pole, using the prototype mission tools for driving, command and control. The capability to develop and refine designs using simulations as part of agile Mission System development cycle changes the nature of team interactions, creating a focus on doing, rather than analyzing and documenting. Waterfall development cycles were, in part, a product of the significant cost of change in the early days of spaceflight. When the cost of change is high, it is vital to get your requirements right at the outset, because the system will be built to those specifications, and, when change is expensive, you better get it right early. However, modern technology has greatly lowered the cost of change, enabling iterative, rapid development cycles, in which key operations concepts may be tested and refined during development. Extending agile development to the Mission System for VIPER is a significant step in moving agile development methods for space operations beyond software, to the Mission System.

Agile↗
NASA NTRS1993

Data communication network at the ASRM facility

The main objective of the report is to present the overall communication network structure for the Advanced Solid Rocket Motor (ASRM) facility being built at Yellow Creek near Iuka, Mississippi. This report is compiled using information received from NASA/MSFC, LMSC, AAD, and RUST Inc. As per the information gathered, the overall network structure will have one logical FDDI ring acting as a backbone for the whole complex. The buildings will be grouped into two categories viz. manufacturing critical and manufacturing non-critical. The manufacturing critical buildings will be connected via FDDI to the Operational Information System (OIS) in the main computing center in B 1000. The manufacturing non-critical buildings will be connected by 10BASE-FL to the Business Information System (BIS) in the main computing center. The workcells will be connected to the Area Supervisory Computers (ASCs) through the nearest manufacturing critical hub and one of the OIS hubs. The network structure described in this report will be the basis for simulations to be carried out next year. The Comdisco's Block Oriented Network Simulator (BONeS) will be used for the network simulation. The main aim of the simulations will be to evaluate the loading of the OIS, the BIS, the ASCs, and the network links by the traffic generated by the workstations and workcells throughout the site.

Moorhead, Robert J., II↗
NASA NTRS2016

Inland and Near Shore Water Profiles Derived from the High Altitude Multiple Altimeter Beam Experimental Lidar (MABEL)

The Advanced Topographic Laser Altimeter System (ATLAS) on the Ice, Cloud, and Land Elevation Satellite (ICESat-2) mission is a six beam, low energy, high repetition rate, 532 nm laser transmitter with photon counting detectors. Although designed primarily for detecting height changes in icecaps, sea ice and vegetation, the polar-orbital satellite will observe global surface water during its designed three year life span, including inland water bodies, coasts, and open oceans. In preparation for the mission, an ICESat-2 prototype or the Multiple Altimeter Beam Experimental Lidar (MABEL), was built and flown on high altitude aircraft experiments over a range of inland and near-shore targets. The purpose was to test the ATLAS concept and to provide a database for developing an algorithm that detects along track surface water height and light penetration under a range of atmospheric and water conditions. The current analysis examines the datasets of three MABEL transects observed from 20 km above ground of coastal and inland waters conducted in 2012 and 2013. Transects ranged from about 2 to 12 km in length and included the middle Chesapeake Bay, the near shore Atlantic coast at Virginia Beach, and Lake Mead. Results indicate MABEL's high capability for retrieving surface water height statistics with a mean height precision of approximately 5-7 cm per 100m segment length. Profiles of attenuated subsurface backscatter, characterized using a Signal to Background Ratio written in Log10 base, or LSBR0, were observed over a range of 1.3 to 9.3 meters depending on water clarity and atmospheric background. Results indicate that observable penetration depth, although primarily dependent on water properties, was greatest when solar background rate was low. Near shore bottom reflectance was detected only at the Lake Mead site down to maximum of 10 m under a clear night sky and low turbidity of approximately 1.6 Nephelometric Turbidity Units (NTU). The overall results suggest that the feasibility of retrieving operational surface water height statistics from space-based photon counting systems such as ATLAS is very high for resolutions down to about 100m, even in partly cloudy conditions. The capability to observe subsurface backscatter profiles is achievable but requires much longer transects of several hundreds of meters.

Topographic↗
NASA NTRSDate not supplied

Assessing Sediment Inputs into the Shoshone River in Wyoming to Determine Areas for Protection and Restoration Practices

In 2016, a routine repair operation at the Willwood Dam released tons of built-up sediment into the Shoshone River, polluting the river and killing thousands of fish. This release greatly concerned the communities that rely on the river for farming, recreation, and tourism. In partnership with the Wyoming Department of Environmental Quality (WDEQ), Shoshone River Partners, and the United States Geological Survey (USGS) Wyoming-Montana Water Science Center, this multipart project illustrated the application of high-resolution satellite imagery and hydrological modeling techniques to identify major tributaries contributing to sediment influxes into the Shoshone River between the Buffalo Bill Dam and the Willwood Dam. The team used PlanetScope and Sentinel-2 Multi-Spectral Instrument (MSI) satellite images to assess changes in the surface reflectance of the river in response to precipitation events. To determine these storm events, the team selected dates of interest using Global Precipitation Measurement (GPM) Integrated Multi-Spectral Retrieval (IMERG) and gauge precipitation data from the Global Historical Climatology Network Daily (GHCNd). The continuation of this research further quantified sediment influx in the Shoshone River following snowfall and melt events using the Soil & Water Assessment Tool (SWAT). The precipitation analysis and sediment contribution maps helped the partner organizations prioritize their current decision making and best management practices to specific sites along the river. The results demonstrated the feasibility of using PlanetScope data for categorizing sediment in the Shoshone River.

Caroline Williams↗
NASA NTRS2016

Inland and Near-Shore Water Profiles Derived from the High-Altitude Multiple Altimeter Beam Experimental Lidar (MABEL)

The Advanced Topographic Laser Altimeter System (ATLAS) on the Ice, Cloud, and Land Elevation Satellite (ICESat-2) mission is a six beam, low energy, high repetition rate, 532-nanometer laser transmitter with photon counting detectors. Although designed primarily for detecting height changes in ice caps, sea ice, and vegetation, the polar-orbiting satellite will observe global surface water during its designed three-year life span, including inland waterbodies, coasts, and open oceans. In preparation for the mission, an ICESat-2 prototype, the Multiple Altimeter Beam Experimental Lidar (MABEL), was built and flown on high-altitude aircraft experiments over a range of inland and near-shore targets. The purpose was to test the ATLAS concept and to provide a database for developing an algorithm that detects along track surface water height and light penetration under a range of atmospheric and water conditions. The current analysis examines the data sets of three MABEL transects observed from 20 kilometers above ground of coastal and inland waters conducted in 2012 and 2013. Transects ranged from about 2 to 12 kilometers in length and included the middle Chesapeake Bay, the near-shore Atlantic coast at Virginia Beach, and Lake Mead. Results indicate MABEL's high capability for retrieving surface water height statistics with a mean height precision ofapproximately 5-7 centimeters per 100-meter segment length. Profiles of attenuated subsurface backscatter, characterized using a Signal to Background Ratio written in Log10 base, or LSBR (sub 0), were observed over a range of 1.3 to 9.3 meters, depending on water clarity and atmospheric background. Results indicate that observable penetration depth, although primarily dependent on water properties, was greatest when the solar background rate was low. Near-shore bottom reflectance was detected only at the Lake Mead site down to a maximum of 10 meters under a clear night sky and low turbidity of approximately 1.6 Nephelometric Turbidity Units (NTU). The overall results suggest that the feasibility of retrieving operational surface water height statistics from space-based photon counting systems such as ATLAS is very high for resolutions down to about 100 meters, even in partly cloudy conditions. The capability to observe subsurface backscatterprofiles is achievable but requires much longer transects of several hundreds of meters.

inland↗
NASA NTRS1993

Data communication network at the ASRM facility

This report describes the simulation of the overall communication network structure for the Advanced Solid Rocket Motor (ASRM) facility being built at Yellow Creek near Iuka, Mississippi as of today. The report is compiled using information received from NASA/MSFC, LMSC, AAD, and RUST Inc. As per the information gathered, the overall network structure will have one logical FDDI ring acting as a backbone for the whole complex. The buildings will be grouped into two categories viz. manufacturing intensive and manufacturing non-intensive. The manufacturing intensive buildings will be connected via FDDI to the Operational Information System (OIS) in the main computing center in B_1000. The manufacturing non-intensive buildings will be connected by 10BASE-FL to the OIS through the Business Information System (BIS) hub in the main computing center. All the devices inside B_1000 will communicate with the BIS. The workcells will be connected to the Area Supervisory Computers (ASCs) through the nearest manufacturing intensive hub and one of the OIS hubs. Comdisco's Block Oriented Network Simulator (BONeS) has been used to simulate the performance of the network. BONeS models a network topology, traffic, data structures, and protocol functions using a graphical interface. The main aim of the simulations was to evaluate the loading of the OIS, the BIS, and the ASCs, and the network links by the traffic generated by the workstations and workcells throughout the site.

Moorhead, Robert J., II↗
NASA NTRS2006

Quantity Distance for the Kennedy Space Center Vehicle Assembly Building for Solid Propellant Fueled Launchers

The NASA KSC VAB was built to process Apollo launchers in the 1960's, and later adapted to process Space Shuttles. The VAB has served as a place to assemble solid rocket motors (5RM) and mate them to the vehicle's external fuel tank and Orbiter before rollout to the launch pad. As Space Shuttle is phased out, and new launchers are developed, the VAB may again be adapted to process these new launchers. Current launch vehicle designs call for continued and perhaps increased use of SRM segments; hence, the safe separation distances are in the process of being re-calculated. Cognizant NASA personnel and the solid rocket contractor have revisited the above VAB QD considerations and suggest that it may be revised to allow a greater number of motor segments within the VAB. This revision assumes that an inadvertent ignition of one SRM stack in its High Bay need not cause immediate and complete involvement of boosters that are part of a vehicle in adjacent High Bay. To support this assumption, NASA and contractor personnel proposed a strawman test approach for obtaining subscale data that may be used to develop phenomenological insight and to develop confidence in an analysis model for later use on full-scale situations. A team of subject matter experts in safety and siting of propellants and explosives were assembled to review the subscale test approach and provide options to NASA. Upon deliberations regarding the various options, the team arrived at some preliminary recommendations for NASA.

Stover, Steven↗
NASA NTRS2014

The Nuclear Cryogenic Propulsion Stage

Nuclear Thermal Propulsion (NTP) development efforts in the United States have demonstrated the technical viability and performance potential of NTP systems. For example, Project Rover (1955 - 1973) completed 22 high power rocket reactor tests. Peak performances included operating at an average hydrogen exhaust temperature of 2550 K and a peak fuel power density of 5200 MW/m3 (Pewee test), operating at a thrust of 930 kN (Phoebus-2A test), and operating for 62.7 minutes in a single burn (NRX-A6 test). Results from Project Rover indicated that an NTP system with a high thrust-to-weight ratio and a specific impulse greater than 900 s would be feasible. Excellent results were also obtained by the former Soviet Union. Although historical programs had promising results, many factors would affect the development of a 21st century nuclear thermal rocket (NTR). Test facilities built in the US during Project Rover no longer exist. However, advances in analytical techniques, the ability to utilize or adapt existing facilities and infrastructure, and the ability to develop a limited number of new test facilities may enable affordable development, qualification, and utilization of a Nuclear Cryogenic Propulsion Stage (NCPS). Bead-loaded graphite fuel was utilized throughout the Rover/NERVA program, and coated graphite composite fuel (tested in the Nuclear Furnace) and cermet fuel both show potential for even higher performance than that demonstrated in the Rover/NERVA engine tests.. NASA's NCPS project was initiated in October, 2011, with the goal of assessing the affordability and viability of an NCPS. FY 2014 activities are focused on fabrication and test (non-nuclear) of both coated graphite composite fuel elements and cermet fuel elements. Additional activities include developing a pre-conceptual design of the NCPS stage and evaluating affordable strategies for NCPS development, qualification, and utilization. NCPS stage designs are focused on supporting human Mars missions. The NCPS is being designed to readily integrate with the Space Launch System (SLS). A wide range of strategies for enabling affordable NCPS development, qualification, and utilization should be considered. These include multiple test and demonstration strategies (both ground and in-space), multiple potential test sites, and multiple engine designs. Two potential NCPS fuels are currently under consideration - coated graphite composite fuel and tungsten cermet fuel. During 2014 a representative, partial length (approximately 16") coated graphite composite fuel element with prototypic depleted uranium loading is being fabricated at Oak Ridge National Laboratory (ORNL). In addition, a representative, partial length (approximately 16") cermet fuel element with prototypic depleted uranium loading is being fabricated at Marshall Space Flight Center (MSFC). During the development process small samples (approximately 3" length) will be tested in the Compact Fuel Element Environmental Tester (CFEET) at high temperature (approximately 2800 K) in a hydrogen environment to help ensure that basic fuel design and manufacturing process are adequate and have been performed correctly. Once designs and processes have been developed, longer fuel element segments will be fabricated and tested in the Nuclear Thermal Rocket Element Environmental Simulator (NTREE) at high temperature (approximately 2800 K) and in flowing hydrogen.

Houts, Michael G.↗
NASA NTRS1992

Pre-flight risk assessment in Emergency Medical Service (EMS) helicopters

The Emergency Medical Service (EMS) industry has been the subject of several television and newspaper articles (Harvey and Jensen, 1987) which emphasized the negative aspects, (e.g., fatalities and high accident rates), rather than the life saving services performed. Until recently, the accident rate of the EMS industry has been five times as high as that of other civil helicopters. This high accident rate has been coupled with the dramatic rise in the number of programs. The industry has built from a single service at its inception in 1972, to over 180 in 1987 (Spray, 1987), to the point that 93 percent of the contiguous U.S. is now covered by some type of EMS service. These factors prompted the National Transportation Safety Board (NTSB) to study the accidents that occurred between May 11, 1978 and December 3, 1986 (NTSB, 1988). The NTSB report concluded that 'Sound pilot judgment is central to safe flight operations.' They further stated that '... factors unique to EMS helicopter operations--such as the influence of the mission itself, program competition, and EMS program management perspectives--can drastically influence pilot judgment during the EMS mission.' One of the most difficult decisions that a pilot must make is whether to accept or decline a mission. A pre-flight risk assessment system (SAFE) was developed at NASA-Ames Research Center for civil EMS operations to aid pilots in making this decision objectively. The ability of the SAFE system to predict mission risk profiles was tested at an EMS facility. The results of this field study demonstrated that the usefulness of SAFE was highly dependent on the type of mission flown. SAFE is now being modified so that it can 'learn' with each mission flown. For example, after flying a mission to a particular site, an EMS pilot would input information about this mission into the system, such as new buildings, wires, or approach procedures. Then, the next time a pilot flew a similar mission or one to the same area, this additional information would be taken into account in computing a risk assessment.

Shively, R. J.↗
NASA NTRS2019

The Dragonfly Entry and Descent System

Dragonfly is a proposed New Frontiers class mission that will send a nuclear powered octocopter to the surface of Titan for an extended science mission. This presentation will provide an overview of the Entry and Descent system that is under development to ensure the save delivery of this unique "relocatable lander" to Titan. Titan's dense atmosphere, large atmospheric scale height, and low gravity allows for a slow-paced entry and descent sequence that lasts more than 100 minutes, as opposed to the "7 minutes of terror" that is charac-teristic of landed Mars missions. This slow pace al-lows for sufficient temporal separation between critical events of the EDL sequence to minimize overall risk.The Dragonfly entry and descent system is composed of high-heritage components, minimizing overall risk. The aeroshell will be a scaled Genesis Sample Return capsule with a diameter of 3.75 meters, built by Lock-heed Martin. The thermal protection system (TPS) is made up of Phenolic Impregnated Carbon Ablator-Domestic (PICA-D) on the heatshield, SLA-561V on the backshell, and SLA-220M on the aft cover and low gain antenna. Each material has extensive heritage for the chosen application. The spacecraft will enter Titan at a velocity of 7.3 km/s, resulting in a predicted fully margined stagnation point heating environment of 254 W/cm2 heat rate and 13 kJ/cm2 heat load, well within the tested limits of the chosen materials. The aeroheat-ing environments, including the significant contribu-tion of shock layer radiation from CN on both the heatshield and backshell, are evaluated using state of the art models and codes that have been validated with appropriate ground testing.Once the deceleration pulse is complete, a disk-gap-band (DGB) drogue parachute will be deployed at ap-proximately Mach 1.5 to stabilize and further deceler-ate the spacecraft. Due to the dense atmosphere, the spacecraft will spend more than 80 minutes on this parachute, until reaching an appropriate altitude to de-ploy the subsonic main parachute. The lander is re-leased after approximately 17 minutes on the main chute before releasing and transitioning to powered flight in order to navigate to its first landing site. The release of the lander from the backshell effectively ends the entry and descent portion of the mission.The full presentation will provide additional details about the design of the EDL system hardware, engi-neering design, and overall con-ops. Preliminary aero-thermal and TPS sizing analyses will be presented, and the parachute system will be described in greater detail. In addition, the Dragonfly spacecraft will carry an En-gineering Science Investigation (ESI) package designed to obtain engineering data during EDL that will be used to validate the design methodology for future missions. An overview of the proposed ESI package will also be presented.

EDL↗