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All sourcesNASA NTRSDOE OSTI
NASA NTRS2005

A Testbed Demonstration of an Intelligent Archive in a Knowledge Building System

The last decade's influx of raw data and derived geophysical parameters from several Earth observing satellites to NASA data centers has created a data-rich environment for Earth science research and applications. While advances in hardware and information management have made it possible to archive petabytes of data and distribute terabytes of data daily to a broad community of users, further progress is necessary in the transformation of data into information, and information into knowledge that can be used in particular applications in order to realize the full potential of these valuable datasets. In examining what is needed to enable this progress in the data provider environment that exists today and is expected to evolve in the next several years, we arrived at the concept of an Intelligent Archive in context of a Knowledge Building System (IA/KBS). Our prior work and associated papers investigated usage scenarios, required capabilities, system architecture, data volume issues, and supporting technologies. We identified six key capabilities of an IA/KBS: Virtual Product Generation, Significant Event Detection, Automated Data Quality Assessment, Large-Scale Data Mining, Dynamic Feedback Loop, and Data Discovery and Efficient Requesting. Among these capabilities, large-scale data mining is perceived by many in the community to be an area of technical risk. One of the main reasons for this is that standard data mining research and algorithms operate on datasets that are several orders of magnitude smaller than the actual sizes of datasets maintained by realistic earth science data archives. Therefore, we defined a test-bed activity to implement a large-scale data mining algorithm in a pseudo-operational scale environment and to examine any issues involved. The application chosen for applying the data mining algorithm is wildfire prediction over the continental U.S. This paper reports a number of observations based on our experience with this test-bed. While proof-of-concept for data mining scalability and utility has been a major goal for the research reported here, it was not the only one. The other five capabilities of an WKBS named above have been considered as well, and an assessment of the implications of our experience for these other areas will also be presented. The lessons learned through the testbed effort and presented in this paper will benefit technologists, scientists, and system operators as they consider introducing IA/KBS capabilities into production systems.

Ramapriyan, Hampapuram↗
NASA NTRS1973

Design and experimental performance of short curved wall diffusers with axial symmetry utilizing slot suction

The feasibility of designing short curved wall axially symmetrical subsonic diffusers utilizing suction through slots in the diffuser walls to prevent flow separation was investigated. A potential flow analysis was made, and a digital computer program was written for determining the diffuser wall contour for prescribed boundary conditions. The flow field included branch flow so that the suction slot geometry could be a part of the diffuser design. One bell shaped diffuser and three annular diffusers with area ratios of either 2.5:1 or 3:1 were designed, fabricated, and tested. Minimum suction requirements of metastable operation ranged from 6.3 percent to 12 percent when operating with inlet air velocities in the 1000 to 250 ft/sec (30 to 76 m/sec) range. For stable operation suction rates from 10 percent to 22 percent were required. In all cases the diffuser effectiveness was above 95 percent based on the conventional definition, and from 81 percent to 94 percent when the suction loss was accounted for. The exit velocity profiles were virtually flat with no more than + or - 9% variation over 95 percent of the exit area when operated with sufficient suction to prevent flow separation.

Yang, T.↗
NASA NTRS2001

NASA's Space Launch Initiative Targets Toxic Propellants

When manned and unmanned space flight first began, the clear and overriding design consideration was performance. Consequently, propellant combinations of all kinds were considered, tested, and, when they lifted the payload a kilometer higher, or an extra kilogram to the same altitude, they became part of our operational inventory. Cost was not considered. And with virtually all of the early work being performed by the military, safety was hardly a consideration. After all, fighting wars has always been dangerous. Those days are past now. With space flight, and the products of space flight, a regular part of our lives today, safety and cost are being reexamined. NASA's focus turns naturally to its Shuttle Space Transportation System. Designed, built, and flown for the first time in the 1970s, this system remains today America's workhorse for manned space flight. Without its tremendous lift capability and mission flexibility, the International Space Station would not exist. And the Hubble telescope would be a monument to shortsighted management, rather than the clear penetrating eye on the stars it is today. But the Shuttle system fully represents the design philosophy of its period: it is too costly to operate, and not safe enough for regular long term access to space. And one of the key reasons is the utilization of toxic propellants. This paper will present an overview of the utilization of toxic propellants on the current Shuttle system.

Hurlbert, Eric↗
NASA NTRS2000

An Architecture for Real-Time Interpretation and Visualization of Structural Sensor Data in a Laboratory Environment

A visualization system is being developed out of the need to monitor, interpret, and make decisions based on the information from several thousand sensors during experimental testing to facilitate development and validation of structural health monitoring algorithms. As an added benefit the system will enable complete real-time sensor assessment of complex test specimens. Complex structural specimens are routinely tested that have hundreds or thousands of sensors. During a test, it is impossible for a single researcher to effectively monitor all the sensors and subsequently interesting phenomena occur that are not recognized until post-test analysis. The ability to detect and alert the researcher to these unexpected phenomena as the test progresses will significantly enhance the understanding and utilization of complex test articles. Utilization is increased by the ability to halt a test when the health monitoring algorithm response is not satisfactory or when an unexpected phenomenon occurs, enabling focused investigation potentially through the installation of additional sensors. Often if the test continues, structural changes make it impossible to reproduce the conditions that exhibited the phenomena. The prohibitive time and costs associated with fabrication, sensoring, and subsequent testing of additional test articles generally makes it impossible to further investigate the phenomena. A scalable architecture is described to address the complex computational demands of structural health monitoring algorithm development and laboratory experimental test monitoring. The researcher monitors the test using a photographic quality 3D graphical model with actual sensor locations identified. In addition, researchers can quickly activate plots displaying time or load versus selected sensor response along with the expected values and predefined limits. The architecture has several key features. First, distributed dissimilar computers may be seamlessly integrated into the information flow. Second, virtual sensors may be defined that are complex functions of existing sensors or other virtual sensors. Virtual sensors represent a calculated value not directly measured by particular physical instrument. They can be used, for example, to represent the maximum difference in a range of sensors or the calculated buckling load based on the current strains. Third, the architecture enables autonomous response to preconceived events, where by the system can be configured to suspend or abort a test if a failure is detected in the load introduction system. Fourth, the architecture is designed to allow cooperative monitoring and control of the test progression from multiple stations both remote and local to the test system. To illustrate the architecture, a preliminary implementation is described monitoring the Stitched Composite Wing recently tested at LaRC.

Doggett, William↗
NASA NTRS2004

Carbon Dioxide Dispersion in the Combustion Integrated Rack Simulated Numerically

When discharged into an International Space Station (ISS) payload rack, a carbon dioxide (CO2) portable fire extinguisher (PFE) must extinguish a fire by decreasing the oxygen in the rack by 50 percent within 60 sec. The length of time needed for this oxygen reduction throughout the rack and the length of time that the CO2 concentration remains high enough to prevent the fire from reigniting is important when determining the effectiveness of the response and postfire procedures. Furthermore, in the absence of gravity, the local flow velocity can make the difference between a fire that spreads rapidly and one that self-extinguishes after ignition. A numerical simulation of the discharge of CO2 from PFE into the Combustion Integrated Rack (CIR) in microgravity was performed to obtain the local velocity and CO2 concentration. The complicated flow field around the PFE nozzle exits was modeled by sources of equivalent mass and momentum flux at a location downstream of the nozzle. The time for the concentration of CO2 to reach a level that would extinguish a fire anywhere in the rack was determined using the Fire Dynamics Simulator (FDS), a computational fluid dynamics code developed by the National Institute of Standards and Technology specifically to evaluate the development of a fire and smoke transport. The simulation shows that CO2, as well as any smoke and combustion gases produced by a fire, would be discharged into the ISS cabin through the resource utility panel at the bottom of the rack. These simulations will be validated by comparing the results with velocity and CO2 concentration measurements obtained during the fire suppression system verification tests conducted on the CIR in March 2003. Once these numerical simulations are validated, portions of the ISS labs and living areas will be modeled to determine the local flow conditions before, during, and after a fire event. These simulations can yield specific information about how long it takes for smoke and combustion gases produced by a fire to reach a detector location, how large the fire would be when the detector alarms, and the behavior of the fire until it has been extinguished. This new capability could then be used to optimize the location of fire detectors and fire-suppression ports as well as to evaluate the effectiveness of fire suppressants and response strategies. Numerical data collected from these simulations could also be used to develop a virtual reality fire event for crew training and fire safety awareness. This work is funded by NASA's Bioastronautics Initiative, which has the objective of ensuring and enhancing the health, safety, and performance of humans in space. As part of this initiative, the Microgravity Combustion Science Branch at the NASA Glenn Research Center is conducting spacecraft fire safety research to significantly improve fire safety on inhabited spacecraft.

Wu, Ming-Shin↗
NASA NTRSDate not supplied

Trajectory Optimization for the Virtual Telescope for X-Ray Observations

The Virtual Telescope for X-Ray Observations (VTXO) is a long focal length telescope which promises to provide orders of magnitude improvement in angular resolution in the X-ray band. VTXO will include a Phased Fresnel Lens (PFL), which provides nearly diffraction-limited imaging, with a 1 km focal length. The PFL is carried by the Optics Spacecraft, which flies in a formation with the Detector Spacecraft, approximating a rigid telescope body. In order to maintain the formation requirements, while pointing the telescope axis at the desired astronomical targets, one spacecraft will be traveling on a non-natural trajectory, requiring the vehicle to maneuver regularly to maintain the telescope pointing. If care is not taken in the trajectory design, these paths result in large propellant consumption. However, there is an opportunity to optimize trajectories when re-arranging the formation between different astronomical targets. This paper presents an optimization scheme for re-pointing the telescope, utilizing a non-traditional path-based cost function to solve the propellant optimal trajectory. The resulting trajectories show a factor of four improvement in propellant consumption compared to the baseline. The optimization techniques developed for VTXO are applicable to orbits ranging from low-Earth orbit, to highly eccentric Earth orbits, and Lagrange point orbits.

Kyle Rankin↗
NASA NTRS2012

Simulation Tools Model Icing for Aircraft Design

Here s a simple science experiment to try: Place an unopened bottle of distilled water in your freezer. After 2-3 hours, if the water is pure enough, you will notice that it has not frozen. Carefully pour the water into a bowl with a piece of ice in it. When it strikes the ice, the water will instantly freeze. One of the most basic and commonly known scientific facts is that water freezes at around 32 F. But this is not always the case. Water lacking any impurities for ice crystals to form around can be supercooled to even lower temperatures without freezing. High in the atmosphere, water droplets can achieve this delicate, supercooled state. When a plane flies through clouds containing these droplets, the water can strike the airframe and, like the supercooled water hitting the ice in the experiment above, freeze instantly. The ice buildup alters the aerodynamics of the plane - reducing lift and increasing drag - affecting its performance and presenting a safety issue if the plane can no longer fly effectively. In certain circumstances, ice can form inside aircraft engines, another potential hazard. NASA has long studied ways of detecting and countering atmospheric icing conditions as part of the Agency s efforts to enhance aviation safety. To do this, the Icing Branch at Glenn Research Center utilizes a number of world-class tools, including the Center s Icing Research Tunnel and the NASA 607 icing research aircraft, a "flying laboratory" for studying icing conditions. The branch has also developed a suite of software programs to help aircraft and icing protection system designers understand the behavior of ice accumulation on various surfaces and in various conditions. One of these innovations is the LEWICE ice accretion simulation software. Initially developed in the 1980s (when Glenn was known as Lewis Research Center), LEWICE has become one of the most widely used tools in icing research and aircraft design and certification. LEWICE has been transformed over the years from strictly a research tool to one used routinely by industry and other government agencies. Glenn contractor William Wright has been the architect of this development, supported by a team of researchers investigating icing physics, creating validation data, and ensuring development according to standard software engineering practices. The program provides a virtual simulation environment for determining where water droplets strike an airfoil in flight, what kind of ice would result, and what shape that ice would take. Users can enter geometries for specific, two-dimensional cross sections of an airfoil or other airframe surface and then apply a range of inputs - different droplet sizes, temperatures, airspeeds, and more - to model how ice would build up on the surface in various conditions. The program s versatility, ease of use, and speed - LEWICE can run through complex icing simulations in only a few minutes - have contributed to it becoming a popular resource in the aviation industry.

Source record↗
NASA NTRSDate not supplied

An Evaluation of Extended Reality Technologies for Use in Verification Testing at NASA 2024 HRP IWS Abstract

BACKGROUND At NASA, verification testing is the formal process of ensuring that a product conforms to requirements set by a project or program. Some verification methods, such as Demonstrations and Test, require either the end product or a mockup of the product with sufficient fidelity to stand-in for the product during the test. Traditionally, these mockups have been physical (e.g., foam-core and wood) but there is growing interest in exploring new methods for testing with these mockups. These methods include virtual reality (VR), mixed reality, and augmented reality which are collectively referred to as eXtended Reality (XR) technologies. VR has already been adopted and used by many in the aerospace industry as a tool for use in early design phases (e.g., developmental testing) and may have the most potential for use in verification tests. Benefits of using VR mockups offer cost effectiveness, ease of iteration, simulation of hazardous conditions (e.g., an egress through a hatch with smoke obscuring vision), and the ability to simulate microgravity conditions, which are challenging to do with physical mockups. However, the validity of test results obtained from VR mockup demonstrations or testing, compared to the current gold standard of physical mockups, remains uncertain. It is unlikely that there is one clean answer as there are many different types of verification outcomes and each XR technology must be evaluated on its own merits. This is not an issue during developmental testing as the design is still in flux and the total success of the design is not dependent upon the results of a developmental test. Verification tests, however, only happen once, assuming no change to the design, and the results are used to certify the product. Therefore, establishing the validity of XR mockup-based verification outcomes is essential before considering them for any use in verification tests. OBJECTIVE AND METHOD To address this concern, the Human Research Program has funded a project to explore and qualify how XR technologies might be used in verification demonstration and testing at NASA. Currently, we are conducting a review of the literature on the utilization of XR mockups for design activities, prototyping, and user testing. We are employing the Strengths, Weaknesses, Opportunities, and Threats (SWOT) analysis method to identify the pros, cons, and barriers to adoption of XR technologies for verification testing at NASA. Additionally, we are developing a framework to guide the deployment of XR mockups for verification tests. Building upon available evidence from the literature and subject-matter expert feedback, our goal for the framework is to provide guidelines for which forms of XR mockups are suitable for a given verification test, when only physical mockups should be employed and to highlight areas for which more evidence is needed. To further refine our framework and to contribute to the body of evidence, we are planning a lab-based experiment comparing a VR mockup to a physical twin for a set of select verification outcomes. ANTICIPATED RESULTS In this presentation, we will present the work we conducted to evaluate XR technologies for use in verification tests at NASA. We will summarize and report our findings from the SWOT analysis and our lab-based study, and we will present the current state of the XR Technologies for Verification Testing framework. We will conclude by summarizing remaining work and future directions for the project. Technologies for Verification Testing framework. We will conclude by summarizing remaining work and future directions for the project.

Extended Reality↗
NASA NTRS1987

Four spot laser anemometer and optical access techniques for turbine applications

A time-of-flight anemometer (TOFA) system, utilizing a spatial lead-lag filter for bipolar pulse generation was constructed and tested. This system, called a Four Spot Laser Anemometer, was specifically designed for use in high speed, turbulent flows in the presence of walls or surfaces. The TOFA system uses elliptical spots to increase the flow acceptance angle to be comparable with that of a fringe type anemometer. The tightly focused spots used in the Four Spot yield excellent flare light rejection capabilities. Good results were obtained to 75 microns normal to a surface, with a f/2.5 collecting lens. This system is being evaluated for use in a warm turbine facility. Results from both a particle lag velocity experiment and boundary layer profiles will be discussed. In addition, an analysis of the use of curved windows in a turbine casing will be presented. Curved windows, matching the inner radius of the turbine casing, preserve the flow conditions, but introduce astigmatic aberrations. A correction optic was designed that virtually eliminates these astigmatic aberrations throughout the intrablade survey region for normal incidence.

Wernet, Mark P.↗
NASA NTRS2006

A-Train Data Depot: Integrating and Visualizing Atmospheric Measurements Along the A-Train Tracks

The succession of US and international satellites that follow each other, seconds to minutes apart, across the local afternoon equator crossing is called the ATrain. The A-Train consists of the following satellites, in order of equator crossing: OCO, EOS Aqua, CloudSat, CALIPSO, PARASOL, and EOS Aura. Flying in such formation increases the number of observations, validates observations, and enables coordination between science observations, resulting in a more complete virtual science platform (Kelly, 2000) The goal of this project is to create the first ever A-Train virtual data portal/center, the A-Train Data Depot, to process, archive, access, visualize, analyze and correlate distributed atmosphere measurements from various A-Train instruments along A-Train tracks. The A-Train Data Depot (ATDD) will enable the free movement of remotely located A-Train data so that they are combined to create a consolidated vertical view of the Earth s Atmosphere along the A-Train tracks. Once the infrastructure of the ATDD is in place, it will be easily evolved to serve data from all A-Train data measurements: one stop shopping. The innovative approach of analyzing and visualizing atmospheric profiles along the platforms track (i.e., time) will be accommodated by reusing the GSFC Atmospheric Composition Data and Information Services Center (ACDISC) visualization and analysis tool, GIOVANNI, existing data reduction tools, on-line archwing for fast data access, and Cooperative Institute for Research in the Atmosphere (CRA) data co-registration tools. Initial measurements utilized include CALIPSO lidar backscatter, CloudSat radar reflectivity, clear air relative humidity, water vapor and temperature from AIRS, and cloud properties and aerosols from both MODIS. This will be followed by associated measurements from MLS, OMI, HIRDLS, and TES. Given the independent nature of instrument/platform development, the ATDD project has been met with many interesting challenges that, once resolved, will provide a much greater understanding of the relative flight dynamics and data co-registration of the suite of A-Train instruments, thus greatly increasing the accuracy of A-Train data analysis. Some of these challenges will be discussed. The project s resulting visualizations and analysis illustrate the importance of managing data so that measurements from various missions can be combined to enhance the understanding of the atmosphere. A-Train data management coordination, as performed here, is extremely significant in facilitating the A-Train science of clouds, precipitation, aerosol and chemistry.

Kempler, Steven↗
NASA NTRS2006

A-Train Data Depot: Integrating, Visualizing, and Extracting Cloudsat, CALIPSO, MODIS, and AIRS Atmospheric Measurements Along the A-Train Tracks

The succession of US and international Earth observing satellites that follow each other, seconds to minutes apart, across the local afternoon equator crossing is called the ATrain. The A-Train consists of the following satellites, in order of equator crossing: OCO, EOS Aqua, CloudSat, CALIPSO, PARASOL, and EOS Aura. Flying in such formation increases the number of observations, validates observations, and enables coordination between science observations, resulting in a more complete virtual science platform (Kelly, 2000). The goal of this project is to create the first ever A-Train virtual data portal/center, the A-Train Data Depot (ATDD), to process, archive, access, visualize, analyze and correlate distributed atmosphere measurements from various A-Train instruments along A-Train tracks. The ATDD will enable the free movement of remotely located A-Train data so that they are combined to create a consolidated vertical view of the Earth's Atmosphere along the A-Train tracks. Once the infrastructure of the ATDD is in place, it will be easily evolved to serve data from all A-Train data measurements: one stop shopping. The innovative approach of analyzing and visualizing atmospheric profiles along the platforms track (i.e., time) will be accommodated by reusing the GSFC Atmospheric Composition Data and Information Services Center (ACDISC) visualization and analysis tool, GIOVANNI, existing data reduction tools, on-line archiving for fast data access, access to remote data without unnecessary data transfers, and data retrieval by users finding data desirable for further study. Initial measurements utilized include CALIPSO lidar backscatter, CloudSat radar reflectivity, clear air relative humidity, water vapor and temperature from AIRS, and cloud properties and aerosols from both MODIS. This will be foilowed by associated measurements from TVILS, =MI, HIRDLS, sad TES. Given the independent nature of instrumentlplatform development, the ATDD project has been met with many interesting challenges that, once resolved, will provide a much greater understanding of the relative flight dynamics and data co-registration of the suite of A-Train instruments, thus greatly increasing the accuracy of A-Train data analysis. Some of these challenges will be illustrated and discussed. The project's early visualizations and analysis efforts illustrate the importance of managing data so that measurements from various missions can be combined to enhance the understanding of the atmosphere. A-Train data management coordination, as performed here, is extremely significant in facilitating the A-Train science of clouds, precipitation, aerosol and chemistry.

Kempler, Steven↗
NASA NTRS1987

Four spot laser anemometer and optical access techniques for turbine applications

A time-of-flight anemometer (TOFA) system utilizing a spatial lead-lag filter for bipolar pulse generation has been constructed and tested. This system, called a four-spot laser anemometer, was specifically designed for use in high-speed, turbulent flows in the presence of walls or surfaces. The TOFA system uses elliptical spots to increase the flow acceptance angle to be comparable with that of a fringe-type anemometer. The tightly focused spots used in the four spot yield excellent flare light rejection capabilities. Good results have been obtained to 75 microns normal to a surface, with an f/2.5 collection lens. This system is being evaluated for use in a warm turbine facility. Results from both a particle-lag velocity experiment and boundary layer profiles will be discussed. In addition, an analysis of the use of curved windows in a turbine casing will be presented. Curved windows, matching the inner radius of the turbine casing, preserve the flow conditions, but introduce astigmatic aberrations. A correction optic was designed that virtually eliminates these astigmatic aberrations throughout the intrablade survey region for normal incidence.

Wernet, Mark P.↗
NASA NTRS1995

Emergency vehicle alert system (EVAS)

The Emergency Vehicle Alert System (EVAS) program is sponsored by the NASA/MSFC Technology Utilization (TU) office. The program was conceived to support the needs of hearing impaired drivers. The objective of the program is to develop a low-cost, small device which can be located in a personal vehicle and warn the driver, via a visual means, of the approach of an emergency vehicle. Many different technologies might be developed for this purpose and each has its own advantages and drawbacks. The requirements for an acoustic detection system, appear to be pretty stringent and may not allow the development of a reliable, low-cost device in the near future. The problems include variations in the sirens between various types of emergency vehicles, distortions due to wind and surrounding objects, competing background noise, sophisticated signal processing requirements, and omni-directional coverage requirements. Another approach is to use a Radio Frequency (RF) signal between the Emergency Vehicle (EV) and the Personal Vehicle (PV). This approach requires a transmitter on each EV and a receiver in each PV, however it is virtually assured that a system can be developed which works. With this approach, the real technology issue is how to make a system work as inexpensively as possible. This report gives a brief summary of the EVAS program from its inception and concentrates on describing the activities that occurred during Phase 4. References 1-3 describe activities under Phases 1-3. In the fourth phase of the program, the major effort to be expended was in development of the microcontroller system for the PV, refinement of some system elements and packaging for demonstration purposes. An EVAS system was developed and demonstrated which used standard spread spectrum modems with minor modifications.

Reed, Bill↗
NASA NTRS1997

Visual Computing Environment

The Visual Computing Environment (VCE) is a NASA Lewis Research Center project to develop a framework for intercomponent and multidisciplinary computational simulations. Many current engineering analysis codes simulate various aspects of aircraft engine operation. For example, existing computational fluid dynamics (CFD) codes can model the airflow through individual engine components such as the inlet, compressor, combustor, turbine, or nozzle. Currently, these codes are run in isolation, making intercomponent and complete system simulations very difficult to perform. In addition, management and utilization of these engineering codes for coupled component simulations is a complex, laborious task, requiring substantial experience and effort. To facilitate multicomponent aircraft engine analysis, the CFD Research Corporation (CFDRC) is developing the VCE system. This system, which is part of NASA's Numerical Propulsion Simulation System (NPSS) program, can couple various engineering disciplines, such as CFD, structural analysis, and thermal analysis. The objectives of VCE are to (1) develop a visual computing environment for controlling the execution of individual simulation codes that are running in parallel and are distributed on heterogeneous host machines in a networked environment, (2) develop numerical coupling algorithms for interchanging boundary conditions between codes with arbitrary grid matching and different levels of dimensionality, (3) provide a graphical interface for simulation setup and control, and (4) provide tools for online visualization and plotting. VCE was designed to provide a distributed, object-oriented environment. Mechanisms are provided for creating and manipulating objects, such as grids, boundary conditions, and solution data. This environment includes parallel virtual machine (PVM) for distributed processing. Users can interactively select and couple any set of codes that have been modified to run in a parallel distributed fashion on a cluster of heterogeneous workstations. A scripting facility allows users to dictate the sequence of events that make up the particular simulation.

Lawrence, Charles↗
NASA NTRS2007

Strategies to Mitigate Ammonia Release on the International Space Station

International Space Station (ISS) is crucial to its continuous operation. Off-nominal situations can arise from virtually any aspect of ISS operations. One situation of particular concern is the inadvertent release of a chemical into the ISS atmosphere. In sufficient quantities, a chemical release can render the ISS uninhabitable regardless of the chemical s toxicity as a result of its effect on the hardware used to maintain the environment. This is certainly true with system chemicals which are integral components to the function and purpose of the system. Safeguards, such as design for minimum risk, multiple containment, hazard assessments, rigorous safety reviews, and others, are in place to minimize the probability of a chemical release to the ISS environment thereby allowing the benefits of system chemicals to outweigh the risks associated with them. The thermal control system is an example of such a system. Heat generated within the ISS is transferred from the internal thermal control system (ITCS) to the external thermal control system (ETCS) via two, single-barrier interface heat exchangers (IFHX). The ITCS and ETCS are closed-loop systems which utilize water and anhydrous ammonia, respectively, as heat-transfer fluids. There is approximately 1200 lbs. (208 gallons) of anhydrous ammonia in the ETCS circulating through the two heat exchangers, transferring heat from the ITCS water lines. At the amounts present in the ETCS, anhydrous ammonia is one system chemical that can easily overwhelm the station atmosphere scrubbing capabilities and render the ISS uninhabitable in the event of a catastrophic rupture. Although safeguards have certainly minimized the risk of an ammonia release into the Station atmosphere, credible release scenarios and controls to manage these scenarios are examined.

Macatangay, Ariel V.↗
NASA NTRS2018

NASA's Small Spacecraft Systems Virtual Institute and Small Spacecraft Enterprise

In January of 2017, NASA's Space Technology and Science Mission Directorates established the Small Spacecraft Systems Virtual Institute (S3VI). The mission of the agency-wide institute is to advance the field of small spacecraft systems and allied sciences by promoting innovation, exploring new concepts, identifying emerging technology opportunities, and establishing effective conduits for the collaboration and the dissemination of research results relevant to small spacecraft systems and subsystems. To achieve this, the S3VI serves as the common portal for NASA-related small spacecraft activities, hosts the Small Spacecraft Body of Knowledge as an online resource for the annual Small Spacecraft Technology State of the Art report, including a components and subsystems database, and also collects and organizes related knowledge such as small spacecraft reliability processes and best practices. The S3VI also serves as the front door for other governmental, non-governmental, and external agencies that wish to collaborate or interact with NASA small spacecraft organizations. NASA also presently has a growing number of small spacecraft related programs, projects, and efforts collectively termed the NASA Small Spacecraft Enterprise underway to advance the utility of small spacecraft instruments, technologies, and missions in order for NASA to achieve its exploration and science goals. These various activities will be outlined and described with a refocused emphasis on cis-lunar and deep space applications and supporting technologies.

Small spacecraft↗
NASA NTRS2010

AutoGNC Testbed

A simulation testbed architecture was developed and implemented for the integration, test, and development of a TRL-6 flight software set called Auto- GNC. The AutoGNC software will combine the TRL-9 Deep Impact AutoNAV flight software suite, the TRL-9 Virtual Machine Language (VML) executive, and the TRL-3 G-REX guidance, estimation, and control algorithms. The Auto- GNC testbed was architected to provide software interface connections among the AutoNAV and VML flight code written in C, the G-REX algorithms in MATLAB and C, stand-alone image rendering algorithms in C, and other Fortran algorithms, such as the OBIRON landmark tracking suite. The testbed architecture incorporates software components for propagating a high-fidelity truth model of the environment and the spacecraft dynamics, along with the flight software components for onboard guidance, navigation, and control (GN&C). The interface allows for the rapid integration and testing of new algorithms prior to development of the C code for implementation in flight software. This testbed is designed to test autonomous spacecraft proximity operations around small celestial bodies, moons, or other spacecraft. The software is baselined for upcoming comet and asteroid sample return missions. This architecture and testbed will provide a direct improvement upon the onboard flight software utilized for missions such as Deep Impact, Stardust, and Deep Space 1.

Carson, John M., III↗
NASA NTRS1998

Information Systems for NASA's Aeronautics and Space Enterprises

The aerospace industry is being challenged to reduce costs and development time as well as utilize new technologies to improve product performance. Information technology (IT) is the key to providing revolutionary solutions to the challenges posed by the increasing complexity of NASA's aeronautics and space missions and the sophisticated nature of the systems that enable them. The NASA Ames vision is to develop technologies enabling the information age, expanding the frontiers of knowledge for aeronautics and space, improving America's competitive position, and inspiring future generations. Ames' missions to accomplish that vision include: 1) performing research to support the American aviation community through the unique integration of computation, experimentation, simulation and flight testing, 2) studying the health of our planet, understanding living systems in space and the origins of the universe, developing technologies for space flight, and 3) to research, develop and deliver information technologies and applications. Information technology may be defined as the use of advance computing systems to generate data, analyze data, transform data into knowledge and to use as an aid in the decision-making process. The knowledge from transformed data can be displayed in visual, virtual and multimedia environments. The decision-making process can be fully autonomous or aided by a cognitive processes, i.e., computational aids designed to leverage human capacities. IT Systems can learn as they go, developing the capability to make decisions or aid the decision making process on the basis of experiences gained using limited data inputs. In the future, information systems will be used to aid space mission synthesis, virtual aerospace system design, aid damaged aircraft during landing, perform robotic surgery, and monitor the health and status of spacecraft and planetary probes. NASA Ames through the Center of Excellence for Information Technology Office is leading the effort in pursuit of revolutionary, IT-based approaches to satisfying NASA's aeronautics and space requirements. The objective of the effort is to incorporate information technologies within each of the Agency's four Enterprises, i.e., Aeronautics and Space Transportation Technology, Earth, Science, Human Exploration and Development of Space and Space Sciences. The end results of these efforts for Enterprise programs and projects should be reduced cost, enhanced mission capability and expedited mission completion.

Kutler, Paul↗