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At least 271 records · Page 15

Information Management to Mitigate Loss of Control Airline Accidents

Loss of control inflight continues to be the leading contributor to airline accidents worldwide and unreliable airspeed has been a contributing factor in many of these accidents. Airlines and the FAA developed training programs for pilot recognition of these airspeed events and many checklists have been designed to help pilots troubleshoot. In addition, new aircraft designs incorporate features to detect and respond in such situations. NASA has been using unreliable airspeed events while conducting research recommended by the Commercial Aviation Safety Team. Even after significant industry focus on unreliable airspeed, research and other evidence shows that highly skilled and trained pilots can still be confused by the condition and there is a lack of understanding of what the associated checklist(s) attempts to uncover. Common mode failures of analog sensors designed for measuring airspeed continue to confound both humans and automation when determining which indicators are correct. This paper describes failures that have occurred in the past and where/how pilots may still struggle in determining reliable airspeed when confronted with conflicting information. Two latest generation aircraft architectures will be discussed and contrasted. This information will be used to describe why more sensors used in classic control theory will not solve the problem. Technology concepts are suggested for utilizing existing synoptic pages and a new synoptic page called System Interactive Synoptic (SIS). SIS details the flow of flight critical data through the avionics system and how it is used by the automation. This new synoptic page as well as existing synoptics can be designed to be used in concert with a simplified electronic checklist (sECL) to significantly reduce the time to configure the flight deck avionics in the event of a system or sensor failure.

Etherington, Timothy J.↗

ISS Columbus Heat Exchanger Close Call Investigation Case Study

During International Space Station (ISS) Expedition 38, just days before Christmas 2013, the External Active Thermal Control System (EATCS) on the ISS Columbus Moderate Temperature Loop (MTL) Interface Heat Exchanger (IFHX) shut down due to low temperatures. Engineers on the ground scrambled for several days to troubleshoot a pump module Flow Control Valve (FCV) problem, however; no one recognized that the core temperature of the Columbus MTL IFHX was continuing to drop, to the point that water in the system could freeze. Freezing could rupture the core, resulting in high pressure ammonia entering the cabin of the ISS. With no way to clean up the ammonia, ISS crew would have to evacuate the U.S. segment of the station. Columbus MTL IFHX rupture is considered a catastrophic failure and could potentially result in a loss of crew/loss of vehicle. How did engineers miss this potentially catastrophic issue?

Joyce B Abbey↗

Extreme Problem Solving: The New Challenges of Deep Space Exploration

On the International Space Station today, the crew has the near real-time support of a large group of system experts on the ground when dealing with problems on-board. For exploration beyond Low Earth Orbit, however, intermittent and delayed communication with ground will force small crews to take the lead in responding to vehicle anomalies. Enabling a flight crew of roughly four astronauts to perform the job that has traditionally been done by a ground crew of over 80 experts will require a fundamental rethinking of human-systems integration. Through observations of anomaly resolution processes, interviews with system experts and astronauts, and analyses of problem-solving models, we have identified the capabilities that are not currently available on-board but will be needed to enable safe exploration further away from Earth. These include increased data access, just-in-time training tools and technologies, and troubleshooting decision support. Important questions remain on how these technologies can be designed and implemented for increased crew autonomy. We present this critical challenge for deep space exploration to the human-computer interaction research community to reflect on the areas identified by our needs analysis and contemplate how they might be manifested as solutions.

autonomy↗

Designing Autonomy into Interfaces for Long-Duration Missions

As NASA develops technologies for long-duration crewed missions, we must understand how communication between ground control teams and astronauts differs from the current dynamic to adapt new concepts for long-duration mission operations. Today, ground control teams support astronauts with immediate availability to answer questions, resolve issues, and manage activities. In the near future, however, extended communication delays during long-duration missions will require astronauts to become more autonomous. As many of the responsibilities shift from the ground control teams to the astronauts on-board, the concept of operations must also change from how it functions today. With increased astronaut autonomy, software tools must be developed that enable efficient completion of mission tasks without increased mental workload. Designing software tools to facilitate crew autonomy requires development teams to know which data will enhance quick decision making while providing necessary context for situational awareness of systems being managed on-board. NASA's Autonomous Systems and Operations (ASO) team is presently developing a software interface tool, EXPRESS (EXpedite the PRocessing of Experiments for Space Station) 2.5 to enable a long-duration crew to schedule activities for and operate autonomous systems. This paper describes details of the integrated human factors approach that drove the design of the elements of the software tool, including self-managed scheduling, constraint-driven planning, autonomous system fault recovery, and recommended troubleshooting actions. Additionally, this paper will chronicle ASO modifications of the user interface after the team's first flight demonstration, how it was based on lessons learned during software development, as well as from crew feedback in order to develop the current version which will be demonstrated on ISS in 2021. In the upcoming ISS demonstration, the astronaut crew will be given scenarios for scheduling and operating autonomous system activities, including off-nominal scenarios and autonomous system recoveries. The demonstration of the EXPRESS 2.5 tool is a step towards improved levels of autonomy as our new journeys take us farther into space.

autonomy↗

Examining Weathering of Magnesite in an Arid Environment: Implications For Jezero Crater

Introduction:Orbiter data indicatethe presence of carbonates in severallocations on the surface of Mars[1],but Jezero crater, landing site of the Perseverancerover,is the only known location where carbonatesap-pear coincident with evidence of fluvialand lacustrineactivity [2].On Earth, carbonates in close proximity to these paleoenvironments mayindicatethe presence of past microbial life,like stromatolites[3], that could re-sult inbiosignatures [2]. However,in other cases,car-bonates can also form throughthe alteration of mafic materialwiththe introductionof carbonic acid[4].Hy-drated magnesites have also been found in evaporative environments along lake shores, and in playas[5,6,7].Correctly interpreting past carbonates on Mars is there-fore critical in the search for past signs of life. In Jezero crater,both thenorthernand western fans haveMg-rich carbonates intermixed with olivine-rich material[8].According to CRISM data, magnesite(MgCO3), along with hydromagnesite(Mg5(CO3)4(OH)2•4H2O), arepotential candidatesfor these Mg-carbonates [2]. Considering the spatial con-text with olivine,there aremultiplepotential explana-tions for the presence ofMg-carbonatesin this locationincludingin-situformation via alterationof olivine-rich materialwith carbonic acid,transportationfrom farther up in the watershed, or precipitation of lacustrine car-bonates[2]. The formation of hydromagnesite rather than magnesite is favored when Mg2+saturated solutions have a high CO32-/HCO3-ratio, which, on Earth, is thought to be caused byinflow of groundwater [4]. Additionally, Mg-carbonates tend to precipitate under high pH condi-tions and are unstable at lower pH conditions [5]. Hy-dromagnesite is stable at atmospheric CO2pressure and temperature conditions common to most Earth surface environments [9]. However, it is subject to transfor-mation to magnesite after dehydration and concomitant brucite formation or dissolution and reprecipitation [10].Previousresearch suggests that hydrated car-bonates, including hydromagnesite, can formas weath-ering productsof mafic minerals in the presenceof H2O and CO2in subfreezing temperatures and would not de-hydrate under Martian atmospheric conditions [11,12].It is critical to understand the formation conditions of Mg-carbonatesbecause of the different implications for the past history of Martian environments. Therefore, in this work we are investigating the weathering of Mg-carbonatesin arid environments to helpbetter understand Mg-carbonates in Jezero crater. Study Area:The Ala-Mar Mines(East and West)near Ely, NVare the site ofmultiple magnesitedepositsfound within a calcareous tuff formationthat overlies Tertiary aged volcanic rocks.Here,magnesiteis formed via the alteration of the calcareous tuff and occurs innodules, veins,and lenses[13]. Previous work suggests magnesite deposits are associated with faults [13]. Within the West Mine, magnesite can be found in two maincontexts: (1) relatively circular zones of cauli-flower-like material found within (2) a more massivelensthat is heavily fractured on the surface.Methods.Samplesof both the cauliflower texture and more massive materialwere collectedat Ala Mar West Mine. Both samples were thenpowdered, sieved and analyzed with an inXitu Terra Portable XRD. The program QualX was used to identify potential mineral phases [14].Both samples were also optically inspected using 10x and 20x hand lenses.Figure 1. XRD patterns for the cauliflower magnesite (top) and massive magnesite (bottom). Ongoing and future work on the samples discussed above includes scanning electron microscopy (SEM), electron microprobe analysis (EMPA), and near-infra-red spectroscopy to determine whether hydromagnesite is present. Separation and analysis of the clay-size frac-tionby XRD will helpto better identify any phyllosili-cate phases present. Results and Discussion:Both textures are a white to light tan with a porcelain luster on weathered sur-faces, along with minor iron staining in some areas. Likewise, both textures are white with a porcelain luster on fresh surfaces. When broken apart, the massive mag-nesite shows macroscopic crystals, unlike the cauli-flower magnesite. XRD analysis shows that both samples have high concentrationsof magnesite with lesser amounts of thecarbonatemineral huntite(Mg3Ca(CO3)4; Figure1).The more massive samplecontainsa serpentine-groupmineral,with lizardite being apotential candidate. The cauliflower sample has several minor peaks that may correspond to hydromagnesite(Figure 1), although more work is needed to confirm this.Additionally, thecauliflower deposits closely resemble hydromagnesite deposits found in southwestern Turkey, formed via mi-crobialites[15].As such, it is likely that moreaqueous alterationor weatheringis occurring at the locations where the cauliflower magnesite is present. However, additional field work will need to be conducted to con-firm this hypothesis. Conclusions and Future Work:Future work will include field mapping of fault locations andadditional samplingof the different magnesite types as well as of the calcareous tuffmaterial.We will also look specifi-cally for potential weathering products of magnesite in this arid location, which may yield important insight into the Mg-carbonates located in Jezero crater. XRD analyses on aPANalytical XRDusing non-ambient stages will be used to investigate the stability of hydro-magnesiteat different humiditiesand temperatures, which has implications for samples to bereturned to Earth in the future. Additionally, thermal and evolved gas analysis of magnesite and hydromagnesite will be compared to results from Gale Craterto help interpret the mineralogy inthat location[16]. The results of this research will further ourunderstanding of carbonate for-mationin volcanic settingsandtheirweathering pro-cessesin arid environments. Acknowledgments:We acknowledge funding for this research from Jacobs Technology at the Johnson Space Center.We would also like to thank Ngoc Luu, Christopher Adcock, Richard Allanson, and the rest of the UNLV Soil Science Teamfor their continued sup-portwith troubleshooting and otherlab work. References:[1] Ehlmann, B.L., and Edwards, C.S. (2014) Annual Review of Earth and Planetary Sci., 42, 291–315. [2] Horgan, B.H.N., et al. (2020) Icarus, 339, 113526. [3] Bosak, T., et al. (2013) Annual Review of Earth and Planetary Sci, 41, 21–44. [4] Pohl, W.L. (1989) Gebriider Borntraege, 28, 1-13. [5] Müller, G., et al. (1972) Die Naturwissenschaften, 59, 158–164. [6] Walter, M.R., et al. (1973) Journal of Sedimentary Pe-trology, 43, 1021–1030. [7] Braithwaite, C.J.R., and Zedef, V. (1994) Sedimentary Geology, 92, 1–5. [8] Goudge, T.A., et al. (2015) JGR: Planets, 120, 775–808. [9] Langmuir, D. (1965) Journal of Geology, 73, 730–754. [10] Zhang, P., et al. (2000) Applied Geo-chem., 286, 1748–1753. [11] Calvin, W.M., et al. (1994) JGR, 99, 14659-14675. [12]Russell, M.J., et al. (1999) Journal of the Geological Society of London, v. 156, p. 869–888. [13] Faust, G.T., and Callaghan, E. (1948) GSA Bulletin, 59, 11–74. [14] Altomare, A., et al. (2015) J. of Applied Crystallography, 48, 598–603. [15] Zedef, V.,et al. (2000) Economic Geology, 95, 429–445. [16] Leshin, L.A. et al., (2013) Science, 341, 1–9

A W Provow↗

Lessons for Future In-Space Telerobotic Servicing from Robotic Refueling Mission

The Robotic Refueling Mission (RRM) was a multi-phased technology development effort by the National Aeronautics & Space Administration (NASA) and the Canadian Space Agency (CSA). The program leveraged the existing robotic systems and expertise of the International Space Station (ISS) program and the tool design and satellite servicing expertise of NASA’s Exploration & In-space Services (NExIS) Projects Division at Goddard Space Flight Center (GSFC) to evaluate new hardware and techniques for on-orbit telerobotic servicing. Between 2011 and 2021, two external ISS payloads housed over a dozen robotic tools and adapters designed to service a variety of existing and novel satellite interfaces. Robot operators at NASA’s Johnson Space Center (JSC) and CSA used the Special Purpose Dexterous Manipulator (SPDM) to retrieve and operate these tools for tasks such as cutting wires or multi-layer insulation blanketing, removing valve caps, mating electrical connectors, transferring fluids, and performing visual inspections inside a vehicle. Each phase of RRM involved years of preparation. Tool and interface designs were prototyped and evaluated using both NASA and Canadian ground robotic systems. Procedures were developed by GSFC engineers and vetted in partnership with JSC and CSA robot operators. GSFC engineers were trained to provide real-time support during on-orbit operations. These preparatory efforts and the successful on-orbit evaluations yielded an array of lessons for future in-space telerobotic missions. Designing robotic tools for the space environment requires special consideration of materials, indicators, and differences between ground and flight use cases and environments. When there is a limited window for on-orbit operations, devoting time and high-fidelity hardware to ground testing can be critical. Needs during potential troubleshooting are more essential to camera view quality, frame rate, and position requirements more than nominal operations. Detailed hardware manuals, nominal and contingency procedures, along with clearly defined operations team roles and protocols are vital for efficiency. RRM also demonstrated how the ISS can be utilized to increase the technology readiness levels required for future missions and led to additional technology partnerships between NExIS and the ISS program. The lessons from RRM are currently being applied to designs, operations concepts, and ground test methodology for missions such as On-orbit Servicing, Assembly, and Manufacturing1(OSAM-1)and Mars Sample Return.

Zakiya Tomlinson↗

InSight Mars Lander Instrument Deployment Arm Flight Software

The Interior Exploration using Seismic Investigations, Geodesy and Heat Transport (InSight) lander landed on Mars on November 26, 2018 and continues to investigate the internal structure of the planet two years later. The Instrument Deployment Arm (IDA), a robotic arm on the lander, was used to deploy the science instrument payloads from the lander deck to the surface of Mars and to take images of the lander and the surrounding environment. This was the first precision deployment and release by a robotic arm on another planet. After deploying the instruments, the IDA has been used for instrument commissioning, scientific data gathering, and to assist with troubleshooting one of the science instruments. This paper provides a high-level summary of the flight software that controls the IDA. The paper provides an overview of the IDA software interfaces, task structure, command handling strategy, motion specification, motion planning, motor control, grapple control, fault protection, and telemetry.

Ali, Khaled S.↗

Preparations for Tomographic Background-Oriented Schlieren at the 31-Inch Mach 10 Wind Tunnel

This paper details effort by researchers at NASA Langley Research Center to prepare for an upcoming high-speed tomographic background-oriented schlieren test entry in the 31-Inch Mach 10 wind tunnel. In order to troubleshoot potential problems that will arise when setting up the experiment in the actual test facility, a full-scale mock-up of the 31-Inch Mach 10 wind tunnel test section was constructed in the laboratory to provide equivalent characteristic optical access and mounting options. A 3D-printed model that replicates the scale of the forebody of a supersonic retropropulsion (SRP) model that will be used in the final test entry has been fabricated with a central nozzle that can be connected to a high-pressure gas supply to approximate the nozzle flow that will occur. Six high-speed imaging systems consisting of a high-speed camera with a fiber illuminator module have been assembled and mounted on the test section mock-up to provide six unique perspective views of the nozzle flow from the model. Tests with one of the imaging systems using a pulsed laser light source showed that sufficient signal intensity and illumination uniformity was achieved, as demonstrated by the 2D BOS data obtained with the system. Additional work to show that retroreflective material would survive inside of the test section of the 31-Inch Mach 10 tunnel was also performed. Finally, a remotely-controlled tomographic BOS calibration system is discussed.

Brett F Bathel↗

Designed Experiment Results for Constituent Effects on NBR Based Solid Rocket Motor Insulation Performance

Solid rocket motor internal insulations are facing serious issues with obsolescence of constituents and the need for improved performance. The design community is at a unique point with a large number of rocket motors requiring reformulation of insulation or design upgrades at the same time. Unfortunately, performance data related to component choice is not generally available to aid development. A study of insulation component materials, conducted at Marshall Space Flight Center over the last four years, used designed experiments to understand the contribution of each material to the performance of a formulation. This report covers work with Nitrile Butadiene Rubber (NBR) based formulations. In-house compounding provided modified formulations allowing for isolation of both individual and synergistic effects. All formulas were tested for mechanical, thermal and producibility properties to evaluate performance. This presentation will describe the methodology for, and results from, identifying the individual and combined effects of components used in our formulations. Specific properties investigated include, rheology, cure characteristics, density, tensile strength, along with erosion/ablation under various heat loads and flame chemistries. Scale up of several formulas from lab to production size batches was accomplished. We will discuss troubleshooting problems of scale and the new set of designed experiments with Ethylene Propylene Diene Monomer (EPDM) based formulations.

Insulation↗

Updating the Thermal Vacuum Chambers at the NASA Johnson Space Center

Chambers A and B are two large thermal vacuum chambers at Johnson Space Center which enable space simulation for unmanned and human-rated missions, respectively. With the resurgence in deep space missions for scientific research and various private commercial ventures, these chambers are expected to be used frequently for at least the next decade. For qualifying the James Webb Space Telescope, upgrades to Chamber A were performed which included the addition of a 12.5 kW refrigeration system with helium shrouds capable of simulating deep space environment and an efficient and reliable LN2 natural flow thermosiphon system for the thermal shield. Continuous improvements since then have focused on ensuring operational readiness by modernizing the data acquisition, recording, controls, and visualization systems for both chambers and clean room. These upgrades will be the focus of this paper. Controlling the Cryochambers was enhanced by moving from a 32-bit SCADA system to a 64-bit architected system. Infrastructural changes involved installing redundant power circuits, adding new servers, network switches, and including load balancing with fail-over between servers to minimize downtime. Instead of distributed servers, 3 redundant servers are used to share configurations. Configurations are now kept in a shared SQL instance making it easy to deploy and maintain. During this upgrade process many sub-systems (PLCs and NI PXI interfaces to sensors) were upgraded from the prior OPC-DA to the more secure OPC-UA protocol. Cryo-system PLCs were updated to allow Ganni cycle floating pressure calculations from any cold box to be sent to any compressor. During the project, the team recreated over 70,000 live data points, 50000 historical data points, and 4000 alarms. Finally, the graphical interfaces were upgraded to support HTML 5 in conjunction shared pages were implemented reducing the total number of webpages by over 75%. These system updates reinvigorated the previous SCADA system which had reached its end of life. The same look and feel was maintained while providing operators with an updated interface to control, troubleshoot, and record. The new system architecture is more robust and easier to maintain creating a path forward to address remaining problem points and implement additional features.

Cody Schaefer↗

Machine learning for Deep Space Network antenna motions detection

Highly stable frequency and timing standards are essential for deep-space missions and radio science. At the NASA Deep Space Network (DSN), these standards are distributed through a network of underground fiber cables to support several Goldstone antennas. Independently developed frequency-measuring instruments generate tremendous quantities of data to monitor and validate the antennas’ stringent frequency requirements. In this paper, we propose a lightweight processing tool capable of detecting disturbances on the frequency signal caused by DSN antenna motions. Our training data is sampled from the movement log of the antenna of interest and the generated data from the fiber optic metrology instrument linked to the antenna. We demonstrate that a convolutional neural network (CNN) model can achieve high accuracies on classifying instances of antenna movements and is an effective predictor when used iteratively on longer, variable stretches of metrology data. The simplicity, low training cost, and high accuracies of our model strongly suggest its efficacy in identifying and troubleshooting frequency disturbances caused by the antenna.

Yi, Lin↗

How to Build a Rover: An Overview of the Mars 2020 Mission’s Vehicle System Testbed

While NASA’s Mars rover Perseverance continues to make groundbreaking achievements on the Red Planet, its twin is hard at work here on Earth. The Operational Perseverance Twin for the Integration of Mechanisms and Instruments Sent to Mars, or OPTIMISM, is the Mars 2020 Vehicle System Testbed (VSTB) rover operated by NASA Jet Propulsion Laboratory (JPL) in Pasadena, California. OPTIMISM’s home is the JPL Mars Yard; an outdoor field with red soil that simulates the terrain encountered by Perseverance. The VSTB is a full-scale engineering model of the flight rover, serving a number of functions to ensure mission operations can continue smoothly and on schedule. The VSTB possesses instrumentation, computers, mechanisms, cameras, and a Mobility subsystem that are nearly identical to its extraterrestrial twin. Its high fidelity allows the rover to be a highly effective tool to fully test system functionality and performance prior to commanding the flight rover. The early stages of building OPTIMISM began a few months prior to Perseverance departing JPL for Cape Canaveral, FL in early 2020. Electrical integration of the flight system avionics, and compatibility checkouts of the electrical ground support equipment ensured that the foundation of the electrical system was operational and in place. Next, the internal harnessing was installed and compatibility checks of the rover instrumentation and mechanisms were performed to confirm the system was prepared for full buildup. Finally, mechanical assembly of the rover chassis with its external components completed the integration of the system before it was moved to the Mars Yard for its initial phase of testing to perform verification & validation (V&V) of the Mobility subsystem requirements. By the time Perseverance landed at Jezero Crater in February 2021, the first phase of VSTB operations was underway. Surface guidance, navigation, and control (SGNC) testing for the Mobility subsystem ensured functionality and performance requirements were met for various capabilities such as visual odometry (VO), mapping, and automatic navigation (AutoNav). Subsequent integration of the robotic arm (RA) onto the VSTB enabled the V&V campaign for surface sampling operations (SSO) to commence. As the mission’s engineering operations (EO) have gotten underway, the VSTB has been utilized for an array of purposes including troubleshooting software anomalies, and performing dry-runs for first time activities (FTAs) prior to sending the commands to Perseverance. OPTIMISM will continue to serve mission critical functions as long as Perseverance is roving the Red Planet.

Rojas, Jose Trujillo↗

Risks of Increased Earth Independence

As human space exploration begins to extend beyond the immediate vicinity of Earth, the ability of expertise on the ground to support operations will progressively decrease. Ground control expertise has been the primary countermeasure preventing loss of life and mission over the past sixty years and it will be gradually stripped away as expeditions reach further into space. The large, flexible and adaptive teams of experts on the ground, provide not only engineering analysis and problem-solving but also greatly increased work capacity. Monitoring of the large and fast moving stream of telemetry data is carried out around the clock by 20-30 flight controllers per shift. Analysis of that data and troubleshooting is carried out by an additional 50-100 engineers per shift. Artificial intelligence capabilities will need to be part of the solution but will not the entire solution. As progress continues to be made on intelligent systems, especially those for use in complex, dynamic environments where humans will remain a part of the activity, there is an ever increasing need to focus on how those systems will interact with the humans. Although capabilities such as natural language processing and facial recognition have become common place, even basic aspects of problem-solving, causal reasoning and generative decision-making remain well-beyond of our current capabilities. Advanced data visualization, procedure execution support, and new training approaches will be needed to close the gap between what is currently provided by experts on the ground and what the crew will need to do in increasingly autonomous ways with greater distance from Earth.

human-systems integration architecture↗

Updating the Thermal Vacuum Chambers at the NASA Johnson Space Center

Chambers A and B are two large thermal vacuum chambers at Johnson Space Center which enable space simulation for unmanned and human-rated missions, respectively. With the resurgence in deep space missions for scientific research and various private commercial ventures, these chambers are expected to be used frequently for at least the next decade. For qualifying the James Webb Space Telescope, upgrades to Chamber A were performed which included the addition of a 12.5 kW refrigeration system with helium shrouds capable of simulating deep space environment and an efficient and reliable LN2 natural flow thermosiphon system for the thermal shield. Continuous improvements since then have focused on ensuring operational readiness by modernizing the data acquisition, recording, controls, and visualization systems for both chambers and clean room. These upgrades will be the focus of this paper. Controlling the Cryochambers was enhanced by moving from a 32-bit SCADA system to a 64-bit architected system. Infrastructural changes involved installing redundant power circuits, adding new servers, network switches, and including load balancing with fail-over between servers to minimize downtime. Instead of distributed servers, 3 redundant servers are used to share configurations. Configurations are now kept in a shared SQL instance making it easy to deploy and maintain. During this upgrade process many sub-systems (PLCs and NI PXI interfaces to sensors) were upgraded from the prior OPC-DA to the more secure OPC-UA protocol. Cryo-system PLCs were updated to allow Ganni cycle floating pressure calculations from any cold box to be sent to any compressor. During the project, the team recreated over 70,000 live data points, 50000 historical data points, and 4000 alarms. Finally, the graphical interfaces were upgraded to support HTML 5 in conjunction shared pages were implemented reducing the total number of webpages by over 75%. These system updates reinvigorated the previous SCADA system which had reached its end of life. The same look and feel was maintained while providing operators with an updated interface to control, troubleshoot, and record. The new system architecture is more robust and easier to maintain creating a path forward to address remaining problem points and implement additional features.

Cody Schaefer↗

Pilot Controls for a Hybrid Turbine-Electric 17 Engine Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft where the aft turbine provides electric power in a hybrid design to wing mounted electric engines. A pilot-in-the-loop study was conducted at Langley Research Center in Hampton, Virginia to explore the design of a flight deck for the hybrid electric aircraft with 16 wing fans and an aft mounted turbine engine. Current flight deck designs provide control inceptors for each propulsion engine and display of all engine parameters for all primary aircraft engines. Automation trends and increasing automation in flight controls and throttle controls indicate less controls instead of more. The design team researched state-of-the-art and recommended study of three, two, and one throttle levers. Engine displays were researched and two were recommended for initial evaluation. 16 airline pilots evaluated the three throttle configurations and two engine display options. Engine failures for known probable indications were evaluated against all throttle and display configurations. This included one, four symmetric, eight non-symmetric, and sixteen momentary electric engine failures with the loss of the aft turbine. The turbine engine was evaluated for complete and partial failure during critical phases of takeoff as well as enroute. This paper details the pilot study including pilot comments supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Recommendations for future study are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗

Pilot Controls for a Hybrid Turbine-Electric 17-Engine Aircraft

NASA is exploring the development of a 180-passenger subsonic single engine aft turbine aircraft where the aft turbine provides electric power in a hybrid design to wing mounted electric engines. A pilot-in-the-loop study was conducted at Langley Research Center in Hampton, Virginia to explore the design of a flight deck for the hybrid electric aircraft with 16 wing fans and an aft mounted turbine engine. Current flight deck designs provide control inceptors for each propulsion engine and display of all engine parameters for all primary aircraft engines. Automation trends and increasing automation in flight controls and throttle controls indicate less controls instead of more. The design team researched state-of-the-art and recommended study of three, two, and one throttle levers. Engine displays were researched and two were recommended for initial evaluation. 16 airline pilots evaluated the three throttle configurations and two engine display options. Engine failures for known probable indications were evaluated against all throttle and display configurations. This included one, four symmetric, eight non-symmetric, and sixteen momentary electric engine failures with the loss of the aft turbine. The turbine engine was evaluated for complete and partial failure during critical phases of takeoff as well as enroute. This presentation details the pilot study including pilot comments supporting the potential for increased automation and a single throttle control. Detailed recommendations are provided for a novel single throttle control and additional pilot controls to support selection of engines during start, shutdown, and engine troubleshooting procedures. This design deviates significantly from current practice of providing throttles for each propulsion engine. Engine display recommendations are provided based on pilot feedback during a guided post-evaluation interview. Recommendations for future study are documented with supporting research and current observations about upcoming flight deck certifications.

autothrottle↗

NASA Exploration Toilet Hardware Status and Crew Feedback from ISS Artemis-2 Demonstration

The Universal Waste Management System (UWMS), ISS operational nomenclature “Toilet”, was initially installed on the International Space Station (ISS) in 2020 with final installation completed in 2021. Technical progress continues to be made with each on-orbit operation and will ultimately culminate with nominal US crew use of the hardware on ISS. During 2023, the Artemis-2 Demonstration was started, and this paper discusses issues encountered, on-orbit troubleshooting, subsequent ground failure investigation and proposed repairs as well as near-term plans to resume the Artemis-2 demo. Also discussed is an update to the commercial-off-the-shelf (COTS) Conductivity Monitor which is planned to be flown for the resumption of the demo along with additional UWMS hardware and Toilet Integration Hardware (TIH). An updated design of the commode seat and fecal bag for Artemis-2 UWMS will be demonstrated on ISS and a summary of the hardware is included in the paper. Use of the hardware during the first days of the aborted demonstration by crewmembers and feedback received is summarized as well as hardware updates resulting from that feedback. The paper will also provide an overview of the demo results to date that inform the Orion-installed UWMS unit and future manifesting of consumables for both Orion and ISS.

Toilet↗

NASA Exploration Toilet Hardware Status and Crew Feedback from ISS Artemis-2 Demonstration

The Universal Waste Management System (UWMS), ISS operational nomenclature “Toilet”, was initially installed on the International Space Station (ISS) in 2020 with final installation completed in 2021. Technical progress continues to be made with each on-orbit operation and will ultimately culminate with nominal US crew use of the hardware on ISS. During 2023, the Artemis-2 Demonstration was started, and this paper discusses issues encountered, on-orbit troubleshooting, subsequent ground failure investigation and proposed repairs as well as near-term plans to resume the Artemis-2 demo. Also discussed is an update to the commercial-off-the-shelf (COTS) Conductivity Monitor (CCM) which is planned to be flown for the resumption of the demo along with additional UWMS hardware and Toilet Integration Hardware (TIH). An updated design of the commode seat and fecal bag for Artemis-2 UWMS will be demonstrated on ISS and a summary of the hardware is included in the paper. Use of the hardware during the first days of the aborted demonstration by crewmembers and feedback received is summarized as well as hardware updates resulting from that feedback. The paper will also provide an overview of the demo results to date that inform the Orion-installed UWMS unit and future manifesting of consumables for both Orion and ISS.

Toilet↗