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At least 343 records · Page 19
All sourcesNASA NTRSDOE OSTI
NASA NTRS2014

Application of Fault Management Theory to the Quantitative Selection of a Launch Vehicle Abort Trigger Suite

The theory of System Health Management (SHM) and of its operational subset Fault Management (FM) states that FM is implemented as a "meta" control loop, known as an FM Control Loop (FMCL). The FMCL detects that all or part of a system is now failed, or in the future will fail (that is, cannot be controlled within acceptable limits to achieve its objectives), and takes a control action (a response) to return the system to a controllable state. In terms of control theory, the effectiveness of each FMCL is estimated based on its ability to correctly estimate the system state, and on the speed of its response to the current or impending failure effects. This paper describes how this theory has been successfully applied on the National Aeronautics and Space Administration's (NASA) Space Launch System (SLS) Program to quantitatively estimate the effectiveness of proposed abort triggers so as to select the most effective suite to protect the astronauts from catastrophic failure of the SLS. The premise behind this process is to be able to quantitatively provide the value versus risk trade‐off for any given abort trigger, allowing decision makers to make more informed decisions. All current and planned crewed launch vehicles have some form of vehicle health management system integrated with an emergency launch abort system to ensure crew safety. While the design can vary, the underlying principle is the same: detect imminent catastrophic vehicle failure, initiate launch abort, and extract the crew to safety. Abort triggers are the detection mechanisms that identify that a catastrophic launch vehicle failure is occurring or is imminent and cause the initiation of a notification to the crew vehicle that the escape system must be activated. While ensuring that the abort triggers provide this function, designers must also ensure that the abort triggers do not signal that a catastrophic failure is imminent when in fact the launch vehicle can successfully achieve orbit. That is, the abort triggers must have low false negative rates to be sure that real crew‐threatening failures are detected, and also low false positive rates to ensure that the crew does not abort from non‐crew‐threatening launch vehicle behaviors. The analysis process described in this paper is a compilation of over six years of lessons learned and refinements from experiences developing abort triggers for NASA's Constellation Program (Ares I Project) and the SLS Program, as well as the simultaneous development of SHM/FM theory. The paper will describe the abort analysis concepts and process, developed in conjunction with SLS Safety and Mission Assurance (S&MA) to define a common set of mission phase, failure scenario, and Loss of Mission Environment (LOME) combinations upon which the SLS Loss of Mission (LOM) Probabilistic Risk Assessment (PRA) models are built. This abort analysis also requires strong coordination with the Multi‐Purpose Crew Vehicle (MPCV) and SLS Structures and Environments (STE) to formulate a series of abortability tables that encapsulate explosion dynamics over the ascent mission phase. The design and assessment of abort conditions and triggers to estimate their Loss of Crew (LOC) Benefits also requires in‐depth integration with other groups, including Avionics, Guidance, Navigation and Control(GN&C), the Crew Office, Mission Operations, and Ground Systems. The outputs of this analysis are a critical input to SLS S&MA's LOC PRA models. The process described here may well be the first full quantitative application of SHM/FM theory to the selection of a sensor suite for any aerospace system.

Lo, Yunnhon↗
DOE OSTI2020

Predicting Biological Cleanliness: An Empirical Bayes Approach for Spacecraft Bioburden Accounting

To comply with the international planetary protection policy set forth by the Committee on Space Research and NASA Agency level requirements, spacecraft destined to biologically sensitive planetary bodies have to minimize terrestrial biological contamination. Analysis, testing and inspection are the standard forward verification activities that are used to demonstrate compliance with the biological contamination requirements. For testing of spacecraft surface areas, a swab or wipe sample is collected from surfaces prior to last access and subsequently processed in the lab using NASA Approved Planetary Protection Methods for Culture Based Assays. Raw data resulting from this assay is then statistically treated employing a mathematical paradigm stemming from the 1970’s Viking Lander Project to generate the bioburden density and total microbial bioburden present. This standard approach arbitrarily accounts for error and provides an upper conservative bound as it reports the maximum number of spores estimated to be present on flight hardware surfaces. A bioburden density estimate factors in the following variables: the observed bioburden count, representative volume processed, sampling efficiencies. Notably, to account for error in the approach, a 0 observed count is arbitrarily changed to a count of 1 for each hardware grouping. The data generated by spacecraft bioburden verification campaigns in the past have resulted in <80% of wipes and <90% of swabs containing a bioburden count of 0. As such, having a robust and well documented statistical approach for dealing with the probability of low incident rates is necessary to be able to estimate spacecraft bioburden. Being able to statistically describe the bioburden distribution and associated confidence level is a gamechanger for the development of bioburden allocations during mission design and will allow for tighter management of risk throughout spacecraft build. Thus, Empirical Bayes statistical approach was evaluated to estimate the microbial bioburden on spacecraft to mitigate the aforementioned mathematical concerns and provide a probabilistic bioburden distribution of the flight hardware surface. For application of this approach to performing bioburden calculations, a range of non-informative prior assumptions on hardware surfaces are explored for Bayesian analyses while informative priors using posterior distributions from prior assays are utilized for Empirical Bayes analyses. Several non-informative priors are currently under investigation to assess fitness including use of these priors to serve as a foundation to build off of NASA specification values or a basis of risk to account for unknowns during the integration and testing process. Informative priors under consideration are generated using sampled bioburden values from hardware originating within like processing environments (e.g. vendor cleaning process or similar assembly process), temporal spacecraft status events as a prediction for hardware cleanliness of future samples, and heritage system bioburden actuals to predict allocation for subsequent missions. Informative priors and probabilistic bioburden distributions are then validated using data sets from the Mars Exploration Rover, Mars Science Laboratory, and InSight missions. Using Empirical Bayes approach to generate a probabilistic bioburden distribution as demonstrated through mission use cases provides a valid approach for use in the end-to-end requirements verification process.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2024

Bayesian Framework for Bioburden Density Estimation in Planetary Protection

To comply with the international planetary protection policy set forth by the Committee on Space Research and NASA Agency level requirements, spacecraft destined to biologically sensitive planetary bodies have to minimize terrestrial biological contamination. Analysis, testing and inspection are the standard forward verification activities that are used to demonstrate compliance with the biological contamination requirements. For testing of spacecraft surface areas, a swab or wipe sample is collected from surfaces prior to last access and subsequently processed in the lab using NASA Approved Planetary Protection Methods for Culture Based Assays. Raw data resulting from this assay is then statistically treated employing a mathematical paradigm stemming from the 1970’s Viking Lander Project to generate the bioburden density and total microbial bioburden present. This standard approach arbitrarily accounts for error and provides an upper conservative bound as it reports the maximum number of spores estimated to be present on flight hardware surfaces. A bioburden density estimate factors in the following variables: the observed bioburden count, representative volume processed, sampling efficiencies. Notably, to account for error in the approach, a 0 observed count is arbitrarily changed to a count of 1 for each hardware grouping. The data generated by spacecraft bioburden verification campaigns in the past have resulted in <80% of wipes and <90% of swabs containing a bioburden count of 0. As such, having a robust and well documented statistical approach for dealing with the probability of low incident rates is necessary to be able to estimate spacecraft bioburden. Being able to statistically describe the bioburden distribution and associated confidence level is a gamechanger for the development of bioburden allocations during mission design and will allow for tighter management of risk throughout spacecraft build. Thus, Empirical Bayes statistical approach was evaluated to estimate the microbial bioburden on spacecraft to mitigate the aforementioned mathematical concerns and provide a probabilistic bioburden distribution of the flight hardware surface. For application of this approach to performing bioburden calculations, a range of non-informative prior assumptions on hardware surfaces are explored for Bayesian analyses while informative priors using posterior distributions from prior assays are utilized for Empirical Bayes analyses. Several non-informative priors are currently under investigation to assess fitness including use of these priors to serve as a foundation to build off of NASA specification values or a basis of risk to account for unknowns during the integration and testing process. Informative priors under consideration are generated using sampled bioburden values from hardware originating within like processing environments (e.g. vendor cleaning process or similar assembly process), temporal spacecraft status events as a prediction for hardware cleanliness of future samples, and heritage system bioburden actuals to predict allocation for subsequent missions. Informative priors and probabilistic bioburden distributions are then validated using data sets from the Mars Exploration Rover, Mars Science Laboratory, and InSight missions. Using Empirical Bayes approach to generate a probabilistic bioburden distribution as demonstrated through mission use cases provides a valid approach for use in the end-to-end requirements verification process.

97 - MATHEMATICS AND COMPUTING↗
NASA NTRS2011

NASA Accident Precursor Analysis Handbook, Version 1.0

Catastrophic accidents are usually preceded by precursory events that, although observable, are not recognized as harbingers of a tragedy until after the fact. In the nuclear industry, the Three Mile Island accident was preceded by at least two events portending the potential for severe consequences from an underappreciated causal mechanism. Anomalies whose failure mechanisms were integral to the losses of Space Transportation Systems (STS) Challenger and Columbia had been occurring within the STS fleet prior to those accidents. Both the Rogers Commission Report and the Columbia Accident Investigation Board report found that processes in place at the time did not respond to the prior anomalies in a way that shed light on their true risk implications. This includes the concern that, in the words of the NASA Aerospace Safety Advisory Panel (ASAP), "no process addresses the need to update a hazard analysis when anomalies occur" At a broader level, the ASAP noted in 2007 that NASA "could better gauge the likelihood of losses by developing leading indicators, rather than continue to depend on lagging indicators". These observations suggest a need to revalidate prior assumptions and conclusions of existing safety (and reliability) analyses, as well as to consider the potential for previously unrecognized accident scenarios, when unexpected or otherwise undesired behaviors of the system are observed. This need is also discussed in NASA's system safety handbook, which advocates a view of safety assurance as driving a program to take steps that are necessary to establish and maintain a valid and credible argument for the safety of its missions. It is the premise of this handbook that making cases for safety more experience-based allows NASA to be better informed about the safety performance of its systems, and will ultimately help it to manage safety in a more effective manner. The APA process described in this handbook provides a systematic means of analyzing candidate accident precursors by evaluating anomaly occurrences for their system safety implications and, through both analytical and deliberative methods used to project to other circumstances, identifying those that portend more serious consequences to come if effective corrective action is not taken. APA builds upon existing safety analysis processes currently in practice within NASA, leveraging their results to provide an improved understanding of overall system risk. As such, APA represents an important dimension of safety evaluation; as operational experience is acquired, precursor information is generated such that it can be fed back into system safety analyses to risk-inform safety improvements. Importantly, APA utilizes anomaly data to predict risk whereas standard reliability and PRA approaches utilize failure data which often is limited and rare.

Groen, Frank↗
NASA NTRS2008

The Manufacturing Process for the NASA Composite Crew Module Demonstration Structure

This paper will describe the approaches and methods selected in fabrication of a carbon composite demonstration structure for the Composite Crew Module (CCM) Program. The program is managed by the NASA Safety and Engineering Center with participants from ten NASA Centers and AFRL. Multiple aerospace contractors are participating in the design development, tooling and fabrication effort as well. The goal of the program is to develop an agency wide design team for composite habitable spacecraft. The specific goals for this development project are: a).To gain hands on experience in design, building and testing a composite crew module. b) To validate key assumptions by resolving composite spacecraft design details through fabrication and testing of hardware. This abstract is based on Preliminary Design data..The final design will continue to evolve through the fall of 2007 with fabrication mostly completed by conference date. From a structures perspective, the.CCM can be viewed as a pressure module with variable pressure time histories and a series of both impact and quasi-static, high intensity point, line, and area distributed loads. The portion of the overall space vehicle being designed and. fabricated by the CCM team is just the pressure module and primary loading points. The heaviest point loads are applied and distributed to the pressure module at.an aluminum Service Module/Alternate Launch Abort System (SM/ALAS) fittings and at Main and Drogue Chute fittings. Significant line loads with metal to metal impact is applied at.the Lids ring. These major external point and line loads as well as pressure impact loads (blast and water landing) are applied to the lobed floor though the reentry shield and crushable materials. The pressure module is divided into upper and lower. shells that mate together with a bonded belly band splice joint to create the completed structural assembly. The benefits of a split CCM far outweigh the risks of a joint. These benefits include lower tooling cost and less manufacturing risk. Assembly of the top and bottom halves of the pressure shell will allow access to the interior of the shell throughout remaining fabrication sequence and can also potentially permit extensive installation of equipment and .crew facilities prior to final assembly of the two shell halves. A Pi pre-form is a woven carbon composite material which is provided in pre-impregnated form and frozen for long term storage. The cross-section shape allows the top of the pi to be bonded to a flat or curved surface with a second flat plate composite section bonded between two upstanding legs of the Pi. One of the regions relying on the merits of the Pi pre-form is the backbone. All connections among plates of the backbone structure, including the upper flanges, and to the lobe base of the pressure shell are currently joined by Pi pre-forms. The intersection of backbone composite plates is formed by application of two Pi pre-forms, top flanges and lobed surfaces are bonded with one Pi pre-form. The process of applying the pre-impregnated pi-preform will be demonstrated to include important steps like surface preparation, forming, application of pressure dams, vacuum bagging for consolidation, and curing techniques. Chopped carbon fiber tooling was selected over other traditional metallic and carbon fiber tooling. The requirement of schedule and cost economy for a moderate reuse cure tool warranted composite tooling options. Composite tooling schedule duration of 18 weeks compared favorably against other metallic tooling including invar tooling. Composite tooling also shows significant cost savings over low CTE metallic options. The composite tooling options were divided into two groups and the final decision was based on the cost, schedule, tolerance, temperature, and reuse requirements.

Pelham, Larry↗
NASA NTRSDate not supplied

Lessons Learned from NASA Goddard Space Flight Center’s Product Development Lead Training Schedule and Cost Development Workshop: Continuous Improvement

This presentation provides a status of the Goddard Space Flight Center (GSFC) effort to increase foundational knowledge of Product Development Leads (PDLs) in schedule and cost management including earned value management (EVM). In 2012, GSFC’s Engineering and Technology Directorate (ETD) implemented an in-house training program to prepare PDLs for managing the technical, cost, schedule, and risk aspects of spaceflight systems to meet their subsystem commitments. Developed in-house, the PDL training program provides an integrated approach to requirements development, risk, schedule and cost management, EVM, performance tracking, and other areas. The program has been held twice yearly since its inception with 531 participating and 451 completing the curriculum. In 2017, the program won the Robert H. Goddard award for Quality and Process Improvement. Program development and evolution were presented in the 2018 NASA Schedule and Cost Symposium. The presentation was so well received that this year we focus on one workshop within the program: Schedule and Cost Development, including EVM. We examine the on-going logic modeling process and how participant and stakeholder data influence workshop content and design, and how the disciplines of schedule and cost contribute to mission success. In this presentation we refresh you on how the approach integrates lecture, small group discussion, estimating, case study exercises, and problem solving. We update you on the data collected from participants and stakeholders, and we discuss how we use these data to measure training effectiveness. Specific topics include: • How the logic model is used as the backbone for continuous program improvement, • How feedback influences implementation and curriculum updates, • How data collection and analysis inform workshop content and development, including participant discoveries of EVM data, • How including the resource analyst and planner in the product development team supports project success.

Lessons Learned↗
NASA NTRS2019

Follow-on studies using the Voyager spacecraft thermal model

The 42-year-old Voyager mission, now named the Voyager Interstellar Mission (VIM) is operating long beyond its design life. In 2012, Voyager 1 crossed the heliopause into interstellar space and Voyager 2 made the same transit in November 2018. Due to declining power output from the Radioisotope Thermoelectric Generators (RTGs) the Science and Flight Operations teams continue to make difficult choices in terms of managing both the power and thermal margins to preserve critical science observations and maintain the health of the two spacecraft. A previous paper, “Creating a Voyager Thermal Model 39 Years Into the Flight Mission, Along With Model Correlation and Application” described how a thermal model of these 1977 spacecraft was developed and correlated without many design artifacts and with limited temperature telemetry. This paper describes how the thermal model has been used to establish an Allowable Flight Temperature (AFT) limit for hydrazine propellant in the propulsion subsystem to minimize the risk of freezing. Voyager 2 temperatures have already descended to this limit in the vicinity of the Roll thruster propellant lines. The Flight Operations team has investigated several ways of detecting propellant freezing based on analysis and trending of thruster performance telemetry. In addition, the Voyager thermal model is being used to predict the spacecraft response to possible changes in power state. These changes could involve turning off outboard science instruments and/or their heaters to increase power margin and hence power dissipation inside the spacecraft bus (i.e. in Bay 7, where the power regulation electronics are located). Changes might also be made to turn on or off other loads inside the bus to more effectively heat the coldest propellant lines. Many of these changes have been or will be tested first on Voyager 1 which has more power margin and does not have the power matrix commanding issues experienced on Voyager 2. Ultimately this assessment may assist the Voyager project in making decisions on the order in which science instruments are permanently turned off.

Medina, Enrique↗
NASA NTRS2011

Shooting the Moon

This story is about an unlikely NASA mission to the Moon. It was unlikely because it was started with far too little time and too-little money to complete. It was unlikely because it was able to take chances to accept risk of failure. It was unlikely because it was searching for the unthinkable: water-ice on the moon... Figure 1-1: LCROSS Mission. The mission of the Lunar CRater Observation and Sensing Satellite (LCROSS) was to investigate the possibility of water ice in craters on the Moon s poles. This is certainly an interesting scientific topic in itself, but I intend to focus on the compelling experience of managing the LCROSS Project in the context of this storied Agency. Perhaps most interesting are the implications this story has for managing any development effort, lunar or not, and working a balance to achieve success. NASA is by design a risk-taking agency within the US Government. It could be argued that NASA s purpose in the aerospace community is to take on the really big challenges that either the corporate world can t afford, are not yet profitable endeavors, or are just too risky for private corporations to entertain. However, expectations of the Agency have evolved. A combination of grim human tragedies and some very public cost and schedule overruns have challenged the public s and Congress s tolerance for risk-taking within the Agency. NASA, which is supposed to be in the business of taking risks to do bold, difficult things, has become less and less able to do so within its cost framework. Yet effectively replacing prudent risk management with attempts to "risk-eliminate" is completely unaffordable. So where does risk-taking fit within the Agency, or within private/corporate organizations for that matter? Where astronauts play there is clearly concern about risk. When an organization puts humans in harm s way, it is understandably going to take extra effort to assure nobody gets hurt. Doing so, of course, costs money - a lot of money to pay for labor and hardware which is attempting to assure nothing will go wrong. Sophisticated designs, with doubly- or triply-redundant systems, extensive testing to verify those systems, and numerous engineering test units built to learn and evolve a hardware design, all drive the cost and time required to implement. Human spaceflight is an expensive business because of the exceptional system complexity and levels of assurance required for human space travel. What about missions that do not involve human spaceflight? What about missions whose potential failure will not take a human life, whose costs are small and whose urgency and importance are limited by design? A portfolio consisting of this type of mission can be designed to be risk tolerant, not requiring large expenditures to guarantee against failure. With the money saved, the number of missions that can be executed within the portfolio grows, or the total cost of the portfolio can be reduced. The NASA LCROSS mission is a pathfinder example of a low-cost, quick turn-around mission which struck a balance on mission risk, while accomplishing big objectives, like defining how we understand the Moon.

Andrews, Daniel R.↗
DOE OSTI2023

Dual-Purpose Canister Filling Demonstration Project Progress Report at ORNL, 2023

The US DOE Office of Nuclear Energy is investigating the feasibility of direct disposal of dual-purpose canisters (DPCs) in a hypothetical geological repository to offset the potential requirement to repackage spent nuclear fuel (SNF) from existing DPCs into smaller, disposal-ready canisters. Oak Ridge National Laboratory (ORNL) is currently evaluating the feasibility of filling void space in loaded DPCs with an engineered material to prevent a criticality event caused by groundwater/moderator intrusion. Metal alloys are being investigated as a filler material because of their relatively low viscosities when molten, which may facilitate their injection via an existing drainpipe that runs almost the full length of the DPC. ORNL’s strategy for evaluating filler viability includes simulations and physical demonstrations of filling and casting behavior, as well as evaluations of materials for compatibility in the repository environment. Filling of DPCs in this manner is expected to mitigate the risk associated with a post-closure criticality event during the repository performance assessment time frame (10,000 years or greater). Efforts in this fiscal year focused on (1) destructive analysis of experimental filler castings made in FY 2022, (2) a report outlining a conceptual design of a DPC filling facility (Fortner et al., 2023, M3SF 23OR010305044/ ORNL/SPR-2023/2921, May 31, 2023), (3) a report on affected features, events, and processes (FEPs) due to DPC filling (Price et al., 2023, M3SF-23SN010305093, issuance pending), (4) developing and testing a more practical alloy filler based upon a Sn-Al eutectic, and (5) modeling the heating and cooling dynamics of a DPC subjected to molten metal filling. The preliminary results from each of these tasks support the feasibility of filling DPCs with metal as a strategy against the possibility of criticality in the repository. The FY 2022 casting was found to penetrate even very small orifices in the mold and internal structures. Preliminary testing of the Sn-Al eutectic indicate little interaction of the melt with Zircaloy cladding. Thermal modelling shows that a filled DPC will cool to manageable temperatures within 2-3 days, which is likely manageable in a facility.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
NASA NTRS2008

Enabling and Enhancing Space Mission Success and Reduction of Risk through the Application of an Integrated Data Architecture

The engineering phases of design, development, test, and evaluation (DDT and E) and subsequent planning, preparation, and operation (Ops) of space vehicles in a complex and distributed environment requires massive and continuous flows of information across the enterprise and across temporal stages of the vehicle lifecycle. The resulting capabilities at each subsequent stage depend in part on the capture, preparation, storage, and subsequent provision of information from prior stages. The United States National Aeronautics and Space Administration (NASA) is currently designing a fleet of new vehicles that will replace the Space Shuttle and expand space operations and exploration capabilities. This includes the 2 stage human rated lift vehicle Ares 1 and its associated crew vehicle the Orion, and a service module; the heavy lift cargo vehicle, Ares 5, and an associated cargo stage known as the Earth Departure Stage; and a Lunar Lander vehicle that contains a descent stage, and ascent stage, and a habitation module. A variety of concurrent assorted ground operations infrastructure including software and facilities are also being developed, assorted technology and assembly designs and development for equipment such as EVA suits, life support systems, command and control technologies are also in the pipeline. The development is occurring in a distributed manner, with project deliverables being contributed by a large and diverse assortment of vendors and most space faring nations. Critical information about all of the components, software, and procedures must be shared during the DDT and E phases and then made readily available to the mission operations staff for access during the planning, preparation, and operations phases, and also need to be readily available for system to system interactions. The Constellation Data Systems Project (CxDS) is identifying the needs, and designing and deploying systems and processes to support these needs. This paper details the steps and processes that NASA is applying within the Constellation Program to manage this data and information, and to insure that the correct information is available, correctly annotated, and can be provisioned digitally to enhance response times, and support engineering analysis and anomaly resolution.

Brummett, Robert C.↗
DOE OSTI2020

Efficient Mesofluidic Separation of Large Particles in nuclear slurries - 20408

Efficient and effective particle separation is essential to cleanup of many nuclear wastes. For example, particle separation may be used to accelerate settle-decant bottlenecks that limit the throughput necessary to achieve the U.S. Department of Energy waste cleanup mission in a timely manner. Particle separation may be used to protect downstream processing equipment from pulses of solids that may be encountered near (within a few feet of) liquid-solid interfaces during waste transfer operations, thereby preventing work stoppages. Effective particle separation may permit efficient sludge washing. These are only a few of the ways in which particle separation is important. Yet, efficient and effective particle separation in nuclear processing environments remains challenging. For example, settle-decant operations permit larger and heavier particles to settle, leaving smaller, lighter particles suspended. However, settle-decant operations are slow, convection currents may resuspend solids, hindered settling of multicomponent slurries remains incompletely understood, and predictive models for settling in graduated cylinders fail to match limited observations of settling in large waste tanks. Additionally, pumping operations can cause turbulent resuspension of particles when the pump intake is close to the settled solids layer. Filtration techniques that use membranes or partially permeable barriers retain larger particles, permitting smaller particles to permeate. However, filters, including dead-end filtration, are prone to clogging and caking, operate at elevated pressures due to minimal void volume, and increase in pressure during operations, which require more control systems. Therefore, the need for high throughput particle separation techniques that operate with modest pressure drops persists. A novel mesofluidic separator presents the opportunity to effectively and efficiently accelerate the waste cleanup mission. The separator separates large particles from process streams across a broad range of particle sizes and has no moving parts or media to replace, regenerate, or clean. This separator design has an unusually large void volume, permitting operation at much higher flow rates (and lower pressures) than traditional filtration (e.g., dead-end filtration). Industrial-scale flow rates have been demonstrated. In performance testing, mesofluidic separators operate at might flow rates (>90 gpm (0.0006 m{sup 3}/s) in piping 3 inches (0.08 m) in diameter; Re>10{sup 5}), with modest pressure drop (∼25 psi (170 KPa) in testing). In complex, aggregating waste simulants, the separator loses <25% of flow projected over months without back pulsing or chemical cleaning. Mesofluidic separation presents infrastructure advantages, reduces risk, and provides mission impact. Infrastructure advantages include implementation within existing transfer systems, plug and play without facility modifications to safety systems, and operation at low pressures. The separator is flexible in location, may be positioned within or outside of waste tanks, and may replace or augment dead-end and cross-flow filters. Mesofluidic separation reduces risk by minimizing waste (no media to replace or regenerate and no cleaning chemicals to handle and dispose) and by minimizing filter change-out consistent with as low as reasonably achievable (ALARA) exposure to workers. The potential mission impact of these separators is substantial. The separator has potential to support, simplify, and accelerate in-farm transfers and waste feed delivery. Furthermore, the separator can free up settling and holding tanks in the Direct Feed Low-Activity Waste (DFLAW) mission by reducing or eliminating post-transfer settling and wait times with the potential to free up 1 Mgal (4000 m{sup 3}) of double-shell tank space. This paper quantitatively compares mesofluidic separation to dead-end filtration, discusses scale-up results, and considers the separator's potential to efficiently and effectively reduce the long-term environmental ability of particulate-rich nuclear wastes. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
NASA NTRS2019

Medical Data Architecture (MDA) Project Status

The Medical Data Architecture (MDA) project supports the Exploration Medical Capability (ExMC) risk to minimize or reduce the risk of adverse health outcomes and decrements in performance due to in-flight medical capabilities on human exploration missions. To mitigate this risk, the ExMC MDA project addresses the technical limitations identified in ExMC Gap Med 07: We do not have the capability to comprehensively process medically-relevant information to support medical operations during exploration missions. This gap identifies that the current in-flight medical data management includes a combination of data collection and distribution methods that are minimally integrated with on-board medical devices and systems. Furthermore, there are a variety of data sources and methods of data collection. For an exploration mission, the seamless management of such data will enable a more medically autonomous crew than the current paradigm. The medical system requirements are being developed in parallel with the exploration mission architecture and vehicle design. ExMC has recognized that in order to make informed decisions about a medical data architecture framework, current methods for medical data management must not only be understood, but an architecture must also be identified that provides the crew with actionable insight to medical conditions. This medical data architecture will provide the necessary functionality to address the challenges of executing a self-contained medical system that approaches crew health care delivery without assistance from ground support. Hence, the products supported by current prototype development will directly inform exploration medical system requirements.In fiscal year 2018, the MDA project developed Test Bed 2, the second iteration in a series of prototypes with functionality focused on data security through role-based access control and encryption, integration with One Portal exercise software and ingestion of an ultrasound Digital Imaging and Communications in Medicine (DICOM) file and image display. Test Bed 2 advances the medical data system architecture framework by providing these functionalities in a scalable system that maintained a layered, modular design. The architecture framework uses a data services approach with role-based access to data in a customized medical record system suitable for space exploration. These functionalities were demonstrated as part of the Next Space Technologies for Exploration Partnerships (NextSTEP) ground test demonstrated at the NASA Johnson Space Center Integrated Power, Avionics and Software (iPAS) facility. Interfacing to a Core Flight Software (CFS) system, the MDA system, using Consultative Committee for Space Data Systems (CCSDS) protocol, transferred an exercise file from the simulated flight MDA system to a mirrored MDA system on the ground through the CFS system. The selection of data sources and demonstrations enabled the team to address stakeholder concerns throughout the development process. In the next iteration, the MDA team will work with stakeholders to identify additional relevant functionalities to further advance system data models, standards and principles that will inform the medical system requirements development.

medical data architecture↗
NASA NTRS2019

A Preliminary Study on the Use of a NASA Developed Coatings Technology for Protecting Natural Science Collections from Molecular Contaminants

Many museum conservators and collection managers are faced with the challenge of molecular contaminants that can promote the degradation of specimens on display in exhibits or in cabinets at storage facilities. This has prompted the need to explore innovative techniques to alleviate the presence of chemical species that originate from atmospheric off-gassing of materials or cross-contamination among collection items. For example, the Smithsonian Institution's National Museum of Natural History (NMNH) has tackled this problem for many years, specifically targeting contaminants, such as mercury vapor, at its Museum Support Center (MSC) storage facility in Suitland, Maryland. Similarly, the presence of molecular contaminants poses a significant threat for NASA science and exploration missions. The deposition of chemical species on sensitive surfaces can degrade the performance and operational lifetime of satellites, telescopes, and instruments. As a result, a sprayable zeolite-based coatings technology was designed to passively capture molecular contaminants and reduce the risks associated with material outgassing in vacuum environments for aerospace applications. This technology, called the Molecular Adsorber Coating (MAC), was developed at NASA Goddard Space Flight Center (GSFC). MAC has been extensively used during thermal vacuum chamber testing of various spaceflight hardware and components, such as for the James Webb Space Telescope (JWST). The coating is also planned to fly aboard upcoming NASA missions to address on-orbit outgassing concerns within instrument and laser cavities. Recently, the MAC technology was evaluated as a possible solution for protecting the Smithsonian Institution's natural science specimens, specifically its mineral ore and botany collections at the MSC storage facility. The initial year-long study between NASA GSFC and NMNH involved investigating the effectiveness of the MAC technology in capturing molecular contaminants that are present within the collections and storage cabinets at ambient, non-vacuum conditions. The work included sample fabrication, installation and retrieval efforts, testing efforts and associated challenges, preliminary findings, and future plans for the multi-year project.

conservation↗
DOE OSTI2020

Overview of Upcoming Process Improvement Efforts at the Saltstone Facilities at the Savannah River Site - 20474

The Saltstone Facilities at the Savannah River Site (SRS) process and dispose of low activity salt solution waste generated by other liquid waste facilities. Today in the Liquid Waste System (LWS), approximately 125 million liters of salt waste remain to be processed. The Saltstone Production Facility (SPF) receives the decontaminated salt waste, which is mixed with dry feeds consisting of cement, fly ash and slag to produce the saltstone. The mixed slurry is pumped to the Saltstone Disposal Units (SDUs) for safe disposal in the Saltstone Disposal Facility (SDF). To support continuous Salt Waste Processing Facility (SWPF) operations at annual processing volumes many times higher than present, significant modifications are required to ensure that the SPF has the capacity to support the throughput of salt waste. These changes include several infrastructure upgrades that are being worked through the Enhanced Low Activity Waste Disposal (ELAWD) project. In addition to infrastructure upgrades, Savannah River Remediation (SRR), the Savannah River Site's Liquid Waste Contractor for the U.S. Department of Energy, has identified a flowsheet improvement opportunity of implementing a cement-free saltstone formulation to eliminate cement from the current three component formulation. This two-component formulation would simplify the procurement, transport, off-loading, and storage of the premix materials, and increase the storage capacity for the individual components. This flowsheet, when implemented, will reduce operational risk and improve throughput necessary to achieve disposal rates necessary for SWPF operations. Research has been completed to confirm the feasibility of this formulation, with the new cement-free flowsheet expected to be implemented in the next few years. Improvements have also been identified downstream of the SPF to increase SDU utilization. Specifically, a concentrated effort has taken place to raise the fill height in SDU 6 to the full disposal height, 13 meters, to maximize the usage of each SDU in support of the liquid waste disposal mission. This improvement has been made through additional thermal modeling and improved process understanding to create a SDU flammability model and control strategy more representative of facility operations. This work will allow for the completion of construction and operational readiness for SDU 7 while filling SDU 6 to ensure there is no lapse in available space once SWPF starts up. A summary of these improvements as they relate to increased throughput will be provided along with associated status. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
NASA NTRS2015

Iodine Satellite

This project is a collaborative effort to mature an iodine propulsion system while reducing risk and increasing fidelity of a technology demonstration mission concept. 1 The FY 2014 tasks include investments leveraged throughout NASA, from multiple mission directorates, as a partnership with NASA Glenn Research Center (GRC), a NASA Marshall Space Flight Center (MSFC) Technology Investment Project, and an Air Force partnership. Propulsion technology is often a critical enabling technology for space missions. NASA is investing in technologies to enable high value missions with very small and low-cost spacecraft, even CubeSats. However, these small spacecraft currently lack any appreciable propulsion capability. CubeSats are typically deployed and drift without any ability to transfer to higher value orbits, perform orbit maintenance, or deorbit. However, the iodine Hall system can allow the spacecraft to transfer into a higher value science orbit. The iodine satellite (iSAT) will be able to achieve a (Delta)V of >500 m/s with <1 kg of solid iodine propellant, which can be stored in an unpressurized benign state prior to launch. The iSAT propulsion system consists of the 200 W Hall thruster, solid iodine propellant tank, a power processing unit, and the necessary valves and tubing to route the iodine vapor. The propulsion system is led by GRC, with critical hardware provided by the Busek Co. The propellant tank begins with solid iodine unpressurized on the ground and in-flight before operations, which is then heated via tank heaters to a temperature at which solid iodine sublimates to iodine vapor. The vapor is then routed through tubing and custom valves to control mass flow to the thruster and cathode assembly. 2 The thruster then ionizes the vapor and accelerates it via magnetic and electrostatic fields, resulting in thrust with a specific impulse >1,300 s. The iSAT spacecraft, illustrated in figure 1, is currently a 12U CubeSat. The spacecraft chassis will be constructed from aluminum with a finish to prevent iodine-driven corrosion. The iSAT spacecraft includes full three-axis control using wheels, magnetic torque rods, inertial management unit, and a suite of sensors and optics. The spacecraft will leverage heat generated by spacecraft components and radiators for a passive thermal control system.

Dankanich, John↗
NASA NTRS2012

NASA's Space Launch System: Affordability for Sustainability

The National Aeronautics and Space Administration's (NASA) Space Launch System (SLS) Program, managed at the Marshall Space Flight Center, is charged with delivering a new capability for human exploration beyond Earth orbit in an austere economic climate. But the SLS value is clear and codified in United States (U.S.) budget law. The SLS Program knows that affordability is the key to sustainability and will provide an overview of initiatives designed to fit within the funding guidelines by using existing engine assets and hardware now in testing to meet a first launch by 2017 within the projected budget. It also has a long-range plan to keep the budget flat, yet evolve the 70-tonne (t) initial lift capability to 130-t lift capability after the first two flights. To achieve the evolved configuration, advanced technologies must offer appropriate return on investment to be selected through the competitive process. For context, the SLS will be larger than the Saturn V that took 12 men on 6 trips for a total of 11 days on the lunar surface some 40 years ago. Astronauts train for long-duration voyages on platforms such as the International Space Station, but have not had transportation to go beyond Earth orbit in modern times, until now. To arrive at the launch vehicle concept, the SLS Program conducted internal engineering and business studies that have been externally validated by industry and reviewed by independent assessment panels. In parallel with SLS concept studies, NASA is now refining its mission manifest, guided by U.S. space policy and the Global Exploration Roadmap, which reflects the mutual goals of a dozen member nations. This mission planning will converge with a flexible heavy-lift rocket that can carry international crews and the air, water, food, and equipment they need for extended trips to asteroids and Mars. In addition, the SLS capability will accommodate very large science instruments and other payloads, using a series of modular fairings and adapters to configure the rocket for the mission. The SLS affordability plan includes streamlining interfaces, applying risk-based insight into contracted work, centralizing systems engineering and integration, and nurturing a learning culture where the question Why? is often asked and the answer "Because we've always done it that way" is rarely heard. The SLS Program will deliver affordable space transportation solutions for the Orion Multi-Purpose Cargo Vehicle s first autonomous certification flight in 2017, followed by a crewed flight in 2021. As this briefing will show, the SLS will offer a global infrastructure asset for robotic and human scouts of all nations.

May, Todd A.↗
NASA NTRS2009

The Long, Hard Journey: Expanding the Use of NASA Data and Models for Sustainable Development Planning Around the World

In 2007, the National Research Council's committee on Extending Observations and Research Results to Practical Applications recommended that NASA's Applied Science Program (ASP) directly engage with a broader community of users - not just federal agencies. Soon afterwards, scientists at the NASA Marshall Space Flight Center began discussions on a collaborative research project with EMBARQ - the World Resource Institute's Center for Sustainable Transport. The discussions initially focused on how best to utilize satellite observations and atmospheric models for assessing the impact of a proposed transportation project on land use and air quality. Discussions exposed the participants to a broad spectrum of science and policy challenges that these diverse organizations face on a routine basis. It brought into clear focus the need for an observation-modeling system that will allow a proactive approach towards development planning, and the fact that satellite systems do not always provide the spatial and temporal resolution useful for urban-scale applications, underscoring the need for earth system models to bridge this gap. Realizing the significant risk that unplanned urbanization and climate change pose to the social and functional stability of large cities, both organizations decided to expand the scope of their preliminary discussion to include water resources and agriculture. A pilot project, funded by NASA ASP, EMBARQ and Istanbul Technical University focused on quantifying the magnitude and extent of urbanization in Istanbul, and analyzed the combined effect of urbanization and projected climate change on local climate, air quality, and its consequent effects on agricultural productivity. Preliminary results show that Istanbul has undergone a significant amount of Land Use/Land Cover change over the past two decades. While some forested areas have been lost to urban-landscapes, urbanization has mostly occurred over former croplands due to the fact that in contrast to forested areas, croplands have flat terrain, making them a more attractive target for conversion to urban land. The reduction in land area for agricultural and increase in temperature has reduced agricultural production in the vicinity of the city. The United Nations expects the world population to reach 9.2 billion by 2050. Most of this increase will be absorbed by countries that are least able to sustain it. Rapid economic growth is likely to continue and will require massive infrastructure investments. If not properly managed, the magnitude and extent of these initiatives will overwhelm sensitive ecosystems around the world. Successful relationships such as the one described here are critically important if we are to stabilize the threatened ecosystems on which human systems ultimately rely. The challenges, needs, culture, and operating environment of development planning organizations are fundamentally different from a research organization. An appreciation of these differences is a prerequisite for any successful collaboration.

Khan, Maudood↗
NASA NTRSDate not supplied

Developing Mars-Based Clinical Scenarios for an Earth Independent Medical Operations (EIMO) – Based Decision Support Service

As crewed missions move beyond Low-Earth Orbit, pre-mission planning cannot fully buy down the medical risks of exploration-class missions. Martian missions, where increased hazards exist, (such as long-duration spaceflight, surface-level EVA operations, and communications delays) will require a paradigm shift in the structure of a medical system. An Earth-Independent Medical Operations-based Medical System (EIMO-MS) will need to optimize four critical domains to help provide medical care: utilization of Pre-Mission Planning, augmentation of Acute and Prolonged Medical Decision Making, automated tracking of Resource Management, and assistance in Task Load Balance. The ideal EIMO-MS will be able to accomplish this goal by having an interactive, adaptable interface that will be able to provide real-time medical services. It must respond based on the level of crewmember training, medical situation, and available medical and non-medical resources. To showcase the capabilities and requirements of such a sophisticated automated MS, a series of clinical scenarios of escalating complexity were developed with clinical and systems engineering input. These scenarios describe in clinical detail what a theoretical future medical system, enhanced with multiple information streams (such as a medical database, an AI-based Decision Support System, real-time monitoring, enhanced in-situ laboratory imaging, etc.) can achieve in conjunction with a trained and experienced crew. Scenarios are comprised of: a context section including objectives and applicable spaceflight environment, a highlighted assumptions section, a clinical narrative section, and a systems engineering activity diagram demonstrating the integrated Medical System (MS). The “swim lanes” of the activity diagram act as the logistical core of each scenario and show how the MS will interact with the crew, ground support, and other in-flight systems. The Design Reference Mission that is used for the scenarios is based on existing reference mission profiles [1] with a projected 30-sol stay on the Martian surface. Scenarios span the spectrum from planned evaluations, minor medical care, urgent care, surgical guidance, critical and expectant management, and behavioral health care. Mission complexity will exponentially increase during deep space and Mars exploration-class missions, and medical support for these missions will likewise need to increase in autonomy and adaptability. The integrated system that will support these missions will need to provide assistance in a variety of anticipated and unforeseen scenarios. These medical scenarios, guided by clinician input, are initial steps in crafting the requirements for an EIMO-based medical system. By working in a systems engineering framework, requirements and capabilities can be extracted and mapped while maintaining a clinical core.

Prashant Parmar↗