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NASA NTRS2024

Presound: UAV Diagnostic System Enabled by Vibration-Based Machine Learning

A low-weight, inexpensive small unmanned aerial system (sUAS) that takes off, performs a mission, lands, and safely stows and recharges itself has myriad future applications ranging from agricultural imaging to last-mile package delivery. Likewise, Urban Air Mobility (UAM) systems will enable people to take air taxis from point to point in cities, rapidly moving commuters long distances without concern for road traffic and congestion. Fully electric aviation systems will be cleaner and quieter than ground transport. Cities could eliminate cars and buses, and convert roads to higher capacity bike and pedestrian throughways. Yet, for sUAS as well as UAM, system reliability and assurance is a limiting factor to deploying affordable autonomous flight systems. For this bright future of aviation to be realized, aircraft must be able to autonomously and accurately self-diagnose health issues both before takeoff and during flight. The GreenSight PreSound system is designed to identify defects on aircraft through intelligent analysis of vibration. It accomplishes this by measuring structural vibrations induced by the vehicle’s own propellers, and analyzing that data using a machine learning model that determines whether a defect is present. The PreSound system is designed to require no human oversight, and to operate across a wide array of vehicles through re-training of the model for each target aircraft. PreSound has been developed and seen limited early success using data collected from the GreenSight Dreamer sUAS, a 5lb quadrotor vehicle designed for aerial imaging applications. The final detection model, trained on data with props spinning at 50% throttle, achieves excellent performance with over 99% average accuracy in detecting blade damage using a single FFT vector input. It demonstrates the ability to generalize to new types of blade damage, correctly classifying a different type of blade damage with 98% accuracy. Full test pulses were classified with 100% accuracy, and in live testing, all sets of data during blade movement were classified accurately with over 95% confidence. When trained on in-flight data, the same model achieves an average accuracy of 85% in distinguishing between undamaged and blade-damaged states in flight. The authors believe that these accuracies show significant potential of this approach to expand unmanned flight safety, with significant potential benefits in accelerating Advanced Aerial Mobility (AAM) and UAM aviation applications.

UAS↗

NASA NTRS2015

Operator Informational Needs for Multiple Autonomous Small Vehicles

With the anticipated explosion of small unmanned aerial vehicles, it is highly likely that operators will be controlling fleets of autonomous vehicles. To fulfill the promise of autonomy, vehicle operators will not be concerned with manual control of the vehicle; instead, they will deal with the overall mission. Furthermore, the one operator to many vehicles is becoming a constant meme with various industries including package delivery, search and rescue, and utility companies. In order for an operator to concurrently control several vehicles, his station must look and behave very differently than the current ground control station instantiations. Furthermore, the vehicle will have to be much more autonomous, especially during non-normal operations, in order to accommodate the knowledge deficit or the information overload of the operator in charge of several vehicles. The expected usage increase of small drones requires presenting the operational information generated by a fleet of heterogeneous autonomous agents to an operator. NASA Langley Research Center's Autonomy Incubator has brought together researchers in various disciplines including controls, trajectory planning, systems engineering, and human factors to develop an integrated system to study autonomy issues. The initial human factors effort is focusing on mission displays that would give an operator the overall status of all autonomous agents involved in the current mission. This paper will discuss the specifics of the mission displays for operators controlling several vehicles.

Trujillo, Anna C.↗

NASA NTRS2016

The First Government Sanctioned Delivery of Medical Supplies by Remotely Controlled Unmanned Aerial System (UAS)

The first government sanctioned delivery of medical supplies by UAS occurred at Wise, Virginia, on July 17, 2015. The "Let's Fly Wisely" event was a demonstration of the humanitarian use of UAS to facilitate delivery of medical supplies to remote or otherwise difficult-to-reach areas. The event was the result of coordinated efforts by a partnership which included the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC), Virginia Polytechnic Institute, the Mid-Atlantic Aviation Partnership (MAAP), Flirtey Corporation, Lonesome Pine Airport, Remote Area Medical (RAM), Health Wagon, SEESPAN Aerial Interactive, Rx Partnership, and Wise County, Virginia. The historic event occurred during the annual Remote Area Medical clinic at the Wise County Fairgrounds. The medical supplies in small packages were delivered to the Wise County Fairgrounds from the Lonesome Pine Airport by UAS operated by Firtey. A larger supply of medical supplies were delivered to the Lonesome Pine Airport from the Tazewell County Airport by NASA Langley's SR22 UAS Surrogate Research aircraft. The UAS Surrogate aircraft was remotely controlled for most of the flight by a UAS Ground Control Station located at the Lonesome Pine Airport. The medical supplies were delivered from the UAS Surrogate to Flirtey for final delivery by Hex Multi-Rotor UAS in smaller packages and multiple trips to the fairgrounds. A Certificate of Authorization (COA) issued by the Federal Aviation Administration (FAA) designated the site as an authorized UAS test site. The paper will present additional details of the historic delivery of pharmaceuticals by UAS during the "Let's Fly Wisely" event. The paper will also provide details of NASA's SR22 UAS Surrogate Research aircraft. The UAS Surrogate was designed to investigate the procedures, aircraft sensors and other systems that may be required to allow Unmanned Aerial Systems (UAS) to safely operate with manned aircraft in the National Airspace System (NAS).

Howell, Charles T., III↗

NASA NTRS2015

Cost-Performance Parametrics for Transporting Small Packages to the Mars Vicinity

This paper explores the costs and performance required to deliver a small-sized payload package (CubeSat-sized, for instance) to various transportation nodes en route to Mars and near-Mars destinations (such as Mars moons, Phobos and Deimos). Needed is a contemporary assessment and summary compilation of transportation metrics that factor both performance and affordability of modern and emerging delivery capabilities. The paper brings together: (a) required mass transport gear ratios in delivering payload from Earths surface to the Mars vicinity, (b) the cyclical energy required for delivery, and (c) the affordability and availability of various means of transporting material across various Earth-Moon vicinity and Near-Mars vicinity nodes relevant to Mars transportation. Examples for unit deliveries are computed and tabulated, using a CubeSat as a unit, for periodic near-Mars delivery campaign scenarios.

gear ratio↗

NASA NTRS2017

Real-Time Risk Assessment Framework for Unmanned Aircraft System (UAS) Traffic Management (UTM)

The new Federal Aviation Administration (FAA) Small Unmanned Aircraft rule (Part 107) marks the first national regulations for commercial operation of small unmanned aircraft systems (sUAS) under 55 pounds within the National Airspace System (NAS). Although sUAS flights may not be performed beyond visual line-of-sight or over non- participant structures and people, safety of sUAS operations must still be maintained and tracked at all times. Moreover, future safety-critical operation of sUAS (e.g., for package delivery) are already being conceived and tested. NASA's Unmanned Aircraft System Trac Management (UTM) concept aims to facilitate the safe use of low-altitude airspace for sUAS operations. This paper introduces the UTM Risk Assessment Framework (URAF) which was developed to provide real-time safety evaluation and tracking capability within the UTM concept. The URAF uses Bayesian Belief Networks (BBNs) to propagate off -nominal condition probabilities based on real-time component failure indicators. This information is then used to assess the risk to people on the ground by calculating the potential impact area and the effects of the impact. The visual representation of the expected area of impact and the nominal risk level can assist operators and controllers with dynamic trajectory planning and execution. The URAF was applied to a case study to illustrate the concept.

Ancel, Ersin↗

NASA NTRS2018

Safe2Ditch Autonomous Crash Management System for Small Unmanned Aerial Systems: Concept Definition and Flight Test Results

Small unmanned aerial systems (sUAS) have the potential for a large array of highly-beneficial applications. These applications are too numerous to comprehensively list, but include search and rescue, fire spotting, precision agriculture, etc. to name a few. Typically sUAS vehicles weigh less than 55 lbs and will be performing flight operations in the National Air Space (NAS). Certain sUAS applications, such as package delivery, will include operations in the close proximity of the general public. The full benefit from sUAS is contingent upon the resolution of several technological areas in order to provide an acceptable level of risk for widespread sUAS operations. Operations of sUAS vehicles pose risks to people and property on the ground as well as manned aviation. Several of the more significant sUAS technological areas include, but are not limited to: autonomous sense and avoid and deconfliction of sUAS from other sUAS and manned aircraft, communications and interfaces between the vehicle and human operators, and the overall reliability of the sUAS and constituent subsystems. While all of the technological areas listed contribute significantly to the safe execution of the sUAS flight operations, contingency or emergency systems can greatly contribute to sUAS risk mitigations to manage situations where the vehicle is in distress. The Safe2Ditch (S2D) system is an autonomous crash management system for sUAS. Its function is to enable sUAS to execute emergency landings and avoid injuring people on the ground, damaging property, and lastly preserving the sUAS and payload. A sUAS flight test effort was performed to test the integration of sub-elements of the S2D system with a representative sUAS multi-rotor.

Glaab, Louis J.↗

NASA NTRS1972

Solar electric low-thrust Mercury orbiter missions.

Results of a preliminary study of unmanned Mercury orbiter missions which might be flown in the early 1980s. Five different levels of orbiter size and complexity are considered, ranging from a small orbiter carrying 22 kg of low data-rate instruments to a dual satellite mission employing 110 kg of science instruments emphasizing regional and local scale surface imagery. An Intermediate-20 class launch vehicle is required to deliver a minimal surface-imaging science package into Mercury orbit using a ballistic mission mode. Employment of a 15 kW solar electric low-thrust stage permits delivery of the more capable dual satellite package with a Titan IIID (5)/Centaur.

Klopp, D. A.↗

NASA NTRS2018

Small Unmanned Aerial System (UAS) Flight Testing of Enabling Vehicle Technologies for the UAS Traffic Management Project

Small unmanned aerial systems (sUAS) have been studied and results indicate that there is a large array of highly-beneficial applications. These applications are too numerous to list, but include search and rescue, fire spotting, precision agriculture, etc. to name a few. Typically sUAS vehicles weigh less than 55 pounds and will be performing flight operations in the presence of manned aircraft and other sUAS. Certain sUAS applications, such as package delivery, will include operations in the close proximity of the general public. The full benefit from sUAS is contingent upon the resolution of several technological areas to enable free and widespread use of these vehicles. Technological areas in question include, but are not limited to: autonomous sense and avoid and deconfliction of sUAS from other sUAS and manned aircraft, communications and interfaces between the vehicle and human operators, and high-reliability autonomous systems. The NASA UAS Traffic Management (UTM) project is endeavoring to develop a traffic management system and concept of operations for these types of vehicles. An extensive sUAS flight test effort was performed to partially address vehicle-related technological areas and to shape an understanding of future developmental and test efforts for vehicles intended to use the UTM traffic management system. The flight testing described herein had the following objectives: 1) Install and test Dedicated Short Range Communications (DSRC) systems developed for the automotive industry for potential sense and avoid sUAS applications; 2) Evaluate the use of cellular 4G systems to provide vehicle control; 3) Obtain high-resolution video imagery in support of image-based optical detection sense and avoid systems; 4) Acquire data in fixed-wing flight to support validation and maturation of an autonomous range containment system known as Safeguard in fixed-wing flight. A total of 53 flights were performed over 12 operational days at Beaver Dam Airpark in Elberon, VA. This work was sponsored by the UTM project that is part of the Aviation Operations and Safety Program (AOSP) at NASA.

Glaab, Louis J.↗

NASA NTRSDate not supplied

Automated Management of Small Unmanned Aircraft System Communications and Navigation Contingency

The number of small Unmanned Aircraft System (sUAS) operating in the low-altitude of the National Airspace System (NAS) has been rapidly increasing in the past few years and this number is expected to grow in the future. However, aside from a few special cases, all sUAS must fly within visual line-of-sight (VLOS) of their operators and this limitation is blocking highly anticipated beyond visual line-of-sight (BVLOS) sUAS applications such as package delivery from practice. To enable routine low-altitude BVLOS operations, there needs to be a traffic management ecosystem that complements the FAA’s Air Traffic Management (ATM) system, which does not provide air traffic services under 400 feet above ground level (AGL). NASA has been pioneering research and development of this ecosystem under UAS Traffic Management (UTM) project since 2015 in a series of Technical Capability Levels (TCL) activities that are increasingly complex. In TCL1, completed in 2015, visual line-of-sight operations such as agriculture, firefighting, and infrastructure monitoring were addressed with a focus on geofencing and operations scheduling. Technologies and requirements needed for BVLOS operations in sparsely populated areas were examined in TCL2 in 2016, and those for operations over moderately populated areas in TCL3 in 2017 and 2018. TCL4 is building on the earlier TCLs and focuses on technologies and requirements for operations in higher-density urban areas for tasks such as newsgathering and package delivery and for managing large-scale contingencies. To coordinate and facilitate the incremental implementation of the UTM ecosystem in the NAS, a Research Transition Team (RTT) has been formed between the FAA, NASA, and industry. The RTT is divided into four subgroups, concept and use case development, data exchange and information architecture, sense and avoid, and communications and navigation (C&N). This paper focuses on C&N subgroup activities, in particular about the development of automated sUAS communications and navigation contingency management. The goal of this development is to prepare sUAS to display predictable behavior while handling C&N off-nominal events. It is expected that the adoption of the presented automated contingency management by the sUAS community will accommodate and inform rulemaking towards governing low-altitude BVLOS operations.

Unmanned Aviation System (UAS) Traffic Management↗

NASA NTRSDate not supplied

Automated Management of Small Unmanned Aircraft System (UAS) Communications and Navigation Contingency

Unmanned Aviation Systems (UAS) Traffic Management↗

NASA NTRS1991

Pegasus (trademark) launch operations and the PegaStar integrated spacecraft bus

The Pegasus air launched space booster, which successfully flew its maiden flight on 5 Apr. 1990, provides the international satellite community with a flexible cost effective means for delivering small payloads into low Earth orbit. The vehicle's simple, robust design and horizontal integration methods ensure maximum reliability and significantly reduce launch base infrastructure requirements. The vehicle's air launched approach and ability to launch over open ocean regions provide unmatched flexibility in launch location and approach used to ensure range safety. The PegaStar integrated spacecraft bus, which complements the Pegasus launch system, can provide a turnkey means for delivering instrument and sensor packages into low Earth orbit and providing extended (5 to 10 year) on orbit operational support. Pegasus and PegaStar are described, including payload interfaces, delivery capability; integration methods, facility and ground support equipment requirements; and typical launch operations.

Mosier, Marty↗

NASA NTRS2016

Toward Reduced Aircraft Community Noise Impact Via a Perception-Influenced Design Approach

This is an exciting time for aircraft design. New configurations, including small multi-rotor uncrewed aerial systems, fixed- and tilt-wing distributed electric propulsion aircraft, high-speed rotorcraft, hybrid-electric commercial transports, and low-boom supersonic transports, are being made possible through a host of propulsion and airframe technology developments. The resulting noise signatures may be radically different, both spectrally and temporally, than those of the current fleet. Noise certification metrics currently used in aircraft design do not necessarily reflect these characteristics and therefore may not correlate well with human response. Further, as operations and missions become less airport-centric, e.g., those associated with on-demand mobility or package delivery, vehicles may operate in closer proximity to the population than ever before. Fortunately, a new set of tools are available for assessing human perception during the design process in order to affect the final design in a positive manner. The tool chain utilizes system noise prediction methods coupled with auralization and psychoacoustic testing, making possible the inclusion of human response to noise, along with performance criteria and certification requirements, into the aircraft design process. Several case studies are considered to illustrate how this approach could be used to influence the design of future aircraft.

Rizzi, Stephen A.↗

NASA NTRS2019

Effectiveness of Redundant Communications Systems in Maintaining Operational Control of Small Unmanned Aircraft

NASA has been researching prototype technologies for an Unmanned Aircraft System (UAS) Traffic Management (UTM) system to facilitate enabling of safe and efficient civilian low-altitude airspace and UAS operations, in a series of Technical Capability Levels (TCL) activities that are increasingly complex. In TCL1, completed in 2015, visual line-of-sight operations such as agriculture, firefighting and infrastructure monitoring were addressed with a focus on geofencing and operations scheduling. Technologies and requirements needed for beyond visual line-of-sight (BVLOS) operations in sparsely populated areas were examined in TCL2 in 2016, and those for operations over moderately populated areas in TCL3 in 2017 and 2018. TCL4 will build on the earlier TCLs and focus on technologies and requirements for operations in higher-density urban areas for tasks such as news gathering, package delivery and for managing large-scale contingencies. This paper describes a communications test conducted in TCL3 and discusses insights gained from the test. In the test, operators were directed to equip UAS with redundant Command and Control (C2) communications systems, send a maneuver command to Unmanned Aircraft (UA) via the primary system, then verify execution of the sent command. This exercise was repeated with each redundant system. The test was designed to assess effectiveness of redundant C2 systems in maintaining operational control of UA. Several UAS were configured with varying arrangements to achieve redundancy, including two identical radio modems using the same frequency band, WiFi and Long-Term Evolution (LTE) cellular modems, etc. From the test, digital data such as time maneuver command sent, time maneuver verified, etc., were collected. Descriptions of methods to detect loss of C2 communications and contingency steps for such event were collected and assessed. The final paper will include a detailed analysis of the collected data leading to the following insights. First, effectiveness of redundant C2 systems depends on several factors, such as operational environment and communications service availability. For example, use of two identical point-to-point radio to connect operator and UA on the same frequency band can be effective in mitigating radio malfunction when operating in an environment where possibility of Radio Frequency (RF) interference is low, such as over open plains. However, the same arrangement may not be effective where high level of RF transmissions in broad spectrum ranges can be expected, such as over or near urban areas. For redundant systems that consist of external communications services, such as cellular and satellite communications network, redundancy is maintained only in the areas where more than one services are available. Therefore, UAS operators should have the means to plan for and monitor the performance of external communications services they are relying on to control UA. Second, communications performance needs, such as the minimum data transfer rate and the maximum tolerable latency, should be assessed to reflect the potential hazard that can come from loss of UA control. For example, UA operations over desolate area pose less hazard to people than operations over densely populated area and performance need for the former would be less than the latter.

Jung, Jaewoo↗

NASA NTRS2003

Collaborative Software Development Approach Used to Deliver the New Shuttle Telemetry Ground Station

United Space Alliance (USA) developed and used a new software development method to meet technical, schedule, and budget challenges faced during the development and delivery of the new Shuttle Telemetry Ground Station at Kennedy Space Center. This method, called Collaborative Software Development, enabled KSC to effectively leverage industrial software and build additional capabilities to meet shuttle system and operational requirements. Application of this method resulted in reduced time to market, reduced development cost, improved product quality, and improved programmer competence while developing technologies of benefit to a small company in California (AP Labs Inc.). Many modifications were made to the baseline software product (VMEwindow), which improved its quality and functionality. In addition, six new software capabilities were developed, which are the subject of this article and add useful functionality to the VMEwindow environment. These new software programs are written in C or VXWorks and are used in conjunction with other ground station software packages, such as VMEwindow, Matlab, Dataviews, and PVWave. The Space Shuttle Telemetry Ground Station receives frequency-modulation (FM) and pulse-code-modulated (PCM) signals from the shuttle and support equipment. The hardware architecture (see figure) includes Sun workstations connected to multiple PCM- and FM-processing VersaModule Eurocard (VME) chassis. A reflective memory network transports raw data from PCM Processors (PCMPs) to the programmable digital-to-analog (D/A) converters, strip chart recorders, and analysis and controller workstations.

Kirby, Randy L.↗

NASA NTRS2001

Status of the Direct Data Distribution (D(exp 3)) Experiment

NASA Glenn Research Center's Direct Data Distribution (D3) project will demonstrate an advanced, high-performance communications system that transmits information from an advanced technology payload carried by a NASA spacecraft in low Earth orbit (LEO) to a small receiving terminal on Earth. The space-based communications package will utilize a solid-state, K-band phased-array antenna that electronically steers the radiated energy beam toward a low-cost, tracking ground terminal, thereby providing agile, vibration-free, electronic steering at reduced size and weight with increased reliability. The array-based link will also demonstrate new digital processing technology that will allow the transmission of substantially increased amounts of latency-tolerant data collected from the LEO spacecraft directly to NASA field centers, principal investigators, or into the commercial terrestrial communications network. The technologies demonstrated by D3 will facilitate NASA's transition from using Government-owned communication assets to using commercial communication services. The hardware for D3 will incorporate advanced technology components developed under the High Rate Data Delivery (HRDD) Thrust Area of NASA's Office of Aerospace Technology Space Base Program at Glenn's Communications Technology Division. The flight segment components will include the electrically steerable phased-array antenna, which is being built by the Raytheon System Corporation and utilizes monolithic microwave integrated circuit (MMIC) technology operating at 19.05 GHz; and the digital encoder/modulator chipset, which uses four-channel orthogonal frequency division multiplexing (OFDM). The encoder/modulator will use a chipset developed by SICOM, Inc., which is both bandwidth and power efficient. The ground segment components will include a low-cost, open-loop tracking ground terminal incorporating a cryoreceiver to minimize terminal size without compromising receiver capability. The project is planning to hold a critical design review in the second quarter of fiscal year 2002.

Wald, Lawrence↗

NASA NTRS1993

Software to model AXAF image quality

This draft final report describes the work performed under this delivery order from May 1992 through June 1993. The purpose of this contract was to enhance and develop an integrated optical performance modeling software for complex x-ray optical systems such as AXAF. The GRAZTRACE program developed by the MSFC Optical Systems Branch for modeling VETA-I was used as the starting baseline program. The original program was a large single file program and, therefore, could not be modified very efficiently. The original source code has been reorganized, and a 'Make Utility' has been written to update the original program. The new version of the source code consists of 36 small source files to make it easier for the code developer to manage and modify the program. A user library has also been built and a 'Makelib' utility has been furnished to update the library. With the user library, the users can easily access the GRAZTRACE source files and build a custom library. A user manual for the new version of GRAZTRACE has been compiled. The plotting capability for the 3-D point spread functions and contour plots has been provided in the GRAZTRACE using the graphics package DISPLAY. The Graphics emulator over the network has been set up for programming the graphics routine. The point spread function and the contour plot routines have also been modified to display the plot centroid, and to allow the user to specify the plot range, and the viewing angle options. A Command Mode version of GRAZTRACE has also been developed. More than 60 commands have been implemented in a Code-V like format. The functions covered in this version include data manipulation, performance evaluation, and inquiry and setting of internal parameters. The user manual for these commands has been formatted as in Code-V, showing the command syntax, synopsis, and options. An interactive on-line help system for the command mode has also been accomplished to allow the user to find valid commands, command syntax, and command function. A translation program has been written to convert FEA output from structural analysis to GRAZTRACE surface deformation file (.dfm file). The program can accept standard output files and list files from COSMOS/M and NASTRAN finite analysis programs. Some interactive options are also provided, such as Cartesian or cylindrical coordinate transformation, coordinate shift and scale, and axial length change. A computerized database for technical documents relating to the AXAF project has been established. Over 5000 technical documents have been entered into the master database. A user can now rapidly retrieve the desired documents relating to the AXAF project. The summary of the work performed under this contract is shown.

Ahmad, Anees↗

NASA NTRSDate not supplied

Usability of an Updated Version of the Supplemental Data Service Provider-Consolidated Dashboard for Supporting Uncrewed Aircraft System Traffic Management

The Supplemental Data Service Provider-Consolidated Dashboard (SDSP-CD) is a preflight planning user interface (UI) that serves to aid operators when drafting routes for small uncrewed aircraft systems (sUASs). The primary function of the SDSP-CD is to identify hazards that an sUAS may encounter along a proposed flight path and assess the severity of these risks. A usability study was conducted on an updated version of the SDSP-CD to determine if the most recent iterations made to the system improved objective performance and subjective user experience. There are two main components of the SDSP-CD interface: (1) the dashboard and (2) the interactive map. The dashboard provides users with hazard and vehicle limitations for each sUAS in their fleet while the map contains a graphical representation of each vehicle’s route, hazard details, and geographic information. A series of preflight risk-assessment questions and tasks were developed to examine how participants interact with the updated version of the SDSP-CD. Additionally, a new service that measures vertiport congestion was developed and included as one of the services that was tested. In the present study, participants were trained to use the SDSP-CD and then completed two simulated scenarios during which they performed a variety of tasks, responded to questions, and completed surveys. The two scenarios developed for the present study were the Package Delivery and Hurricane Preparation scenarios. The Package Delivery scenario involved a fleet of four sUASs delivering low-stakes items (e.g., lunches and snacks) to people in a fictitious city. The Hurricane Preparation scenario involved a fleet of 11 sUASs delivering a range of supplies (from medicine to boardgames) to employees stranded at an office park due to road closures caused by an impending hurricane. Participants assumed the role of a fleet manager during both scenarios and were responsible for managing the sUASs in their fleet. Questions included those with objectively correct responses, open-ended strategy responses, and subjective user experience feedback. It was found that participants were largely successful at using the SDSP-CD interface to answer questions with objectively correct responses. Additionally, participants were able to use reasoning and logic based on the information available in the SDSP-CD to determine the cause of various risks and what actions they would consider taking. Finally, although participants reported that there were elements of the UI that could be improved, overall feedback pertaining to user experience suggested that the SDSP-CD concept is viable.

usability testing↗

NASA NTRS2008

Constellation Architecture Team-Lunar: Lunar Habitat Concepts

This paper will describe lunar habitat concepts that were defined as part of the Constellation Architecture Team-Lunar (CxAT-Lunar) in support of the Vision for Space Exploration. There are many challenges to designing lunar habitats such as mission objectives, launch packaging, lander capability, and risks. Surface habitats are required in support of sustaining human life to meet the mission objectives of lunar exploration, operations, and sustainability. Lunar surface operations consist of crew operations, mission operations, EVA operations, science operations, and logistics operations. Habitats are crewed pressurized vessels that include surface mission operations, science laboratories, living support capabilities, EVA support, logistics, and maintenance facilities. The challenge is to deliver, unload, and deploy self-contained habitats and laboratories to the lunar surface. The CxAT-Lunar surface campaign analysis focused on three primary trade sets of analysis. Trade set one (TS1) investigated sustaining a crew of four for six months with full outpost capability and the ability to perform long surface mission excursions using large mobility systems. Two basic habitat concepts of a hard metallic horizontal cylinder and a larger inflatable torus concept were investigated as options in response to the surface exploration architecture campaign analysis. Figure 1 and 2 depicts the notional outpost configurations for this trade set. Trade set two (TS2) investigated a mobile architecture approach with the campaign focused on early exploration using two small pressurized rovers and a mobile logistics support capability. This exploration concept will not be described in this paper. Trade set three (TS3) investigated delivery of a "core' habitation capability in support of an early outpost that would mature into the TS1 full outpost capability. Three core habitat concepts were defined for this campaign analysis. One with a four port core habitat, another with a 2 port core habitat, and the third investigated leveraging commonality of the lander ascent module and airlock pressure vessel hard shell. The paper will describe an overview of the various habitat concepts and their functionality. The Crew Operations area includes basic crew accommodations such as sleeping, eating, hygiene and stowage. The EVA Operations area includes additional EVA capability beyond the suit-port airlock function such as redundant airlock(s), suit maintenance, spares stowage, and suit stowage. The Logistics Operations area includes the enhanced accommodations for 180 days such as closed loop life support systems hardware, consumable stowage, spares stowage, interconnection to the other Hab units, and a common interface mechanism for future growth and mating to a pressurized rover. The Mission & Science Operations area includes enhanced outpost autonomy such as an IVA glove box, life support, and medical operations.

Toups, Larry↗