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At least 379 records · Page 21

Humans vs Hardware: The Unique World of NASA Human System Risk Assessment

Understanding spaceflight risks to crew health and performance is a crucial aspect of preparing for exploration missions in the future. The research activities of the Human Research Program (HRP) provide substantial evidence to support most risk reduction work. The Human System Risk Board (HSRB), acting on behalf of the Office of Chief Health and Medical Officer (OCHMO), assesses these risks and assigns likelihood and consequence ratings to track progress. Unfortunately, many traditional approaches in risk assessment such as those used in the engineering aspects of spaceflight are difficult to apply to human system risks. This presentation discusses the unique aspects of risk assessment from the human system risk perspective and how these limitations are accommodated and addressed in order to ensure that reasonable inputs are provided to support the OCHMO's overall risk posture for manned exploration missions.

Anton, W.↗

Solar Energetic Particle Spectrometer (SEPS)

An outstanding problem of solar and heliospheric physics is the transport of solar energetic particles. The more energetic particles arriving early in the event can be used to probe the transport processes. The arrival direction distribution of these particles carries information about scattering during their propagation to Earth that can be used to test models of interplanetary transport. Also, of considerable importance to crewed space missions is the level of ionizing radiation in the interplanetary medium, and the dose that the crew experiences during an intense solar particle event, as well as the risk to space systems. A recent study concludes that 90% of the absorbed dose results from particles in the energy range 20-550 MeV. We will describe a new compact instrument concept, SEPS, that can cover the energy range from 50-600 MeV with a single compact detector. This energy range has been difficult to cover. There are only limited data, generally available only in broad energy bins, from a few past and present instruments outside Earth s magnetosphere. The SEPS concept can provide improved measurements for this energy range and its simple light-weight design could be easily accommodated on future missions.

Christl, Mark J.↗

Facility and test support equipment for the manned thermal vacuum tests of the Apollo Soyuz docking module

In order to accommodate manned thermal-vacuum testing of the Apollo-Soyuz docking module (ASDM), modifications to the facility, cleanliness and access control, and special test equipment were required. Facility modifications discussed briefly include: the addition of an oxygen supply system; the modification of manlock (ML) piping for cleaning and access controls; the addition of a nitrogen diluent system; the removal of manlock internal lights and the addition of external lights as well as fusing all power circuits over 10 watts; the removal/containment of flammable materials; the upgrading of a ML fire suppression system; and the addition of a garment donning station for cleanliness control. Special test equipment discussed include: an access tunnel for crew ingress/egress; a support device for the docking module (DM) and simulators; a command module thermal simulator; a DM infrared (IR) simulator; a docking system IR simulator; a metabolic heat load simulator; and a television camera simulator.

Pearson, O. L.↗

Payload accommodations. Satellite servicing support

The proposed technology studies discussed at the Space Transportation Avionics Symposium in Williamsburg, VA on 7 to 9 November 1989, are discussed. The discussions and findings of the Payload Accommodations Subpanel are also summarized. The major objective of the proposed focused technology development is to develop and demonstrate (ground and flight) autonomous rendezvous, proximity operations, and docking/berthing capabilities to support satellite servicing. It is expected that autonomous rendezvous and docking (AR and D) capabilities will benefit both the users (e.g., satellite developers and operators) and the transportation system developers and operators. AR and D will provide increased availability of rendezvous and docking services by reducing the operational constraints associated with current capabilities. These constraints include specific lighting conditions, continuous space-to-ground communications, and lengthy ground tracking periods. AR and D will provide increased cost efficiency with the potential for reduced propellant expenditures and workloads (flight and/or ground crews). The AR and D operations will be more consistent, allowing more flexibility in the design of the satellite control system and docking/berthing mechanisms.

Lee, Roscoe↗

Advances in Space Transportation Technology Toward the NASA Goals

NASA has set goals to increase safety by one hundred times while reducing cost tenfold over the next decade. This dramatic increase in safety will come by departing from a past emphasis on cost and performance to a new paradigm of safety and reliability, which, in turn, will drive down cost. To accomplish this, vehicle systems must be inherently reliable, functionally redundant wherever practical and designed to minimize or eliminate catastrophic failure modes. Over the next twenty-five years, NASA has set goals to increase safety ten thousand times while reducing cost one hundred fold. Safety will increase towards today's airline safety and the low price per flight has the potential to enable a 15-fold increase in the size of the current projected space launch market. This level of improvement is comparable to the developments in the 1970s in the computer microprocessor when microchips went from hundreds of thousands to tens of thousands of dollars - hailing the era of the personal computer. In order to achieve such ambitious cost goals, today's partial and fully expendable rockets must be replaced by fully reusable systems. A RLV can eliminate assembly and checkout of the large number of complex interfaces on today's Space Shuttle. Full reusability will eliminate the necessity to throw away expensive hardware and the need for on-going production. Systems in ten years will have to accommodate 50 to 100 missions per year and could be commercially certified for hundreds of flights. In twenty-five years, the number of flights per year could jump to over 1,000, which will require certification for thousands of flights. The large increase in flights per year will demand that current operations and maintenance procedures be revolutionized. Unlike the current shuttle, which requires several thousand personnel over five months to process, the next generation system must be turned around in one week with less than one hundred personnel. In contrast to the rigorous disassembly and inspections required for the Space Shuttle's subsystems, the next generation vehicle's on-board health monitoring systems will could tell the ground crews which systems need replacement before landing. In twenty-five years, vehicles will be re-flown within one with crews numbering less than one hundred. Fully automated ground processing systems must require only a handful of personnel to launch the vehicle. Due to the increased intelligence of on-board systems, only cursory walk-around inspections would be required between flights An assessment of the progress in breakthrough technologies toward these goals by the NASA Advanced Space Transportation Program is presented. These breakthrough technologies include combined rocket and air breathing propulsion, high strength lightweight structures, high temperature materials, vehicle health management, and flight operations.

Lyles, Garry M.↗

Smart tunnel: Docking mechanism

A docking mechanism is presented for the docking of a space vehicle to a space station comprising a flexible tunnel frame structure which is deployable from the space station. The tunnel structure comprises a plurality of series connected frame sections, one end section of which is attached to the space station and the other end attached to a docking module of a configuration adapted for docking in the payload bay of the space vehicle. The docking module is provided with trunnions, adapted for latching engagement with latches installed in the vehicle payload bay and with hatch means connectable to a hatch of the crew cabin of the space vehicle. Each frame section comprises a pair of spaced ring members, interconnected by actuator-attenuator devices which are individually controllable by an automatic control means to impart relative movement of one ring member to the other in six degrees of freedom of motion. The control means includes computer logic responsive to sensor signals of range and attitude information, capture latch condition, structural loads, and actuator stroke for generating commands to the onboard flight control system and the individual actuator-attenuators to deploy the tunnel to effect a coupling with the space vehicle and space station after coupling. A tubular fluid-impervious liner, preferably fabric, is disposed through the frame sections of a size sufficient to accommodate the passage of personnel and cargo.

Schliesing, John A.↗

A Simple Space Station Rescue Vehicle

Early in the development of the Space Station it was determined that there is a need to have a vehicle which could be used in the event that the Space Station crew need to quickly depart and return to Earth when the Space Shuttle is not available. Unplanned return missions might occur because of a medical emergency, a major Space Station failure, or if there is a long-term interruption in the delivery of logistics to the Station. The rescue vehicle ms envisioned as a simple capsule-type spacecraft which would be maintained in a dormant state at the Station for several years and be quickly activated by the crew when needed. During the assembly phase for the International Space Station, unplanned return missions will be performed by the Russian Soyuz vehicle, which can return up to three people. When the Station assembly is complete there will be a need for rescue capability for up to six people. This need might be met by an additional Soyuz vehicle or by a new vehicle which might come from a variety of sources. This paper describes one candidate concept for a Space Station rescue vehicle. The proposed rescue vehicle design has the blunt-cone shape of the Apollo command module but with a larger diameter. The rescue vehicle would be delivered to the Station in the payload bay of the Space Shuttle. The spacecraft design can accommodate six to eight people for a one-day return mission. All of the systems for the mission including deorbit propulsion are contained within the conical spacecraft and so there is no separate service module. The use of the proven Apollo re-entry shape would greatly reduce the time and cost for development and testing. Other aspects of the design are also intended to minimize development cost and simplify operations. This paper will summarize the evolution of rescue vehicle concepts, the functional requirements for a rescue vehicle, and describe the proposed design.

Petro, Andrew↗

Suit Port Aft Bulkhead Mockup 2008 Test Results

The Lunar Electric Rover (LER), formerly called the Small Pressurized Rover (SPR), is currently being carried as an integral part of the current Lunar Surface Architectures under consideration in the Constellation program. One element of the LER is the suit port, the means by which the crew performs Extravehicular Activities (EVAs). Two suit port deliverables were produced in fiscal year 2008: an aft bulkhead mockup for functional integrated testing with the 1-G LER mockup and a functional and pressurizable Engineering Unit (EU). This paper focuses on the aft bulkhead mockup test results from Desert Research and Technology Studies (D-RATS) October 2008 testing at Black Point Lava Flow (BPLF), Arizona. Refer to 39th International Conference on Environmental Systems (ICES) for test results of the EU. The suit port aft bulkhead mockup was integrated with the mockup of the LER cabin and chassis. It is located on the aft bulkhead of the LER cabin structure and includes hatches, a locking mechanism, seals, interior and exterior suit don/doff aids, and exterior platforms to accommodate different crewmember heights. A lightweight mockup of the Mark III suit was tested with the suit port aft bulkhead mockup. There are several limitations to the suit port and mockup suits, and results of the suit port evaluation are presented and interpreted within the context of the limitations.

Romig, Barbara A.↗

SLS Payload Transportation Beyond LEO

NASA has successfully completed the Critical Design Review (CDR) of the heavy lift Space Launch System (SLS) and is working towards the first flight of the vehicle in 2018. SLS will begin flying crewed missions with an Orion capsule to the lunar vicinity every year after the first 2 flights starting in the early 2020's. As early as 2021, in addition to delivering an Orion capsule to a cislunar destination, SLS will also deliver ancillary payload, termed "Co-manifested Payload (CPL)", with a mass of at least 5.5 mT and volume up to 280 m3 simultaneously to that same destination. Later SLS flights have a goal of delivering as much as 10 mT of CPL to cislunar destinations. In addition to cislunar destinations, SLS flights may deliver non-crewed, science-driven missions with Primary Payload (PPL) to more distant destinations. SLS PPL missions will utilize a unique payload fairing offering payload volume (ranging from 320 m3 to 540 m3) that greatly exceeds the largest existing Expendable Launch Vehicle (ELV) fairing available. The Characteristic Energy (C3) offered by the SLS system will generate opportunities to deliver up to 40 mT to cislunar space, and deliver double PPL mass or de-crease flight time by half for some outer planet destinations when compared to existing capabilities. For example, SLS flights may deliver the Europa Clipper to a Jovian destination in under 3 years by the mid 2020's, compared to the 7+ years cruise time required for current launch capabilities. This presentation will describe ground and flight accommodations, interfaces, resources, and performance planned to be made available to potential CPL and PPL science users of SLS. In addition, this presentation should promote a dialogue between vehicle developers, potential payload users, and funding sources in order to most efficiently evolve required SLS capabilities to meet diverse payload needs as they are identified over the next 35 years and beyond.

Creech, S. D.↗

Automated Contingency Management for Water Recycling System

To enable effective management, planning, and operations for future missions that involve a crewed space habitat, operational support must be migrated from Earth to the habitat. Intelligent System Health Management technologies (ISHM) promise to enable the future space habitats to increase the safety and mission success while minimizing operational risks. In this paper, Water Recycling System (WRS) deployed at NASA Ames Research Center's Sustainability Base is used for verification and validation of the proposed solution. Our work includes the development of the WRS simulation model based on its dynamic physical characteristics and the design of Automatic Contingency Management (ACM) framework that integrates fault diagnosis and optimization. In WRS modeling, a nominal model with fault injectors is developed. Fault detection and isolation techniques are then developed for isolating causes and identifying the severity of the faults. Dynamic Programming (DP) based fault mitigation strategies are designed to accommodate the faults in the system. A series of simulations are presented with different fault modes and the results indicate that the proposed ACM system can alleviate the fault in the WRS optimally regarding energy consumption and effects of the fault.

Systems Health Management↗

ALSSAT Development Status

The development of the Advanced Life Support (ALS) Sizing Analysis Tool (ALSSAT) using Microsoft(Registered TradeMark) Excel was initiated by the Crew and Thermal Systems Division (CTSD) of Johnson Space Center (JSC) in 1997 to support the ALS and Exploration Offices in Environmental Control and Life Support System (ECLSS) design and studies. It aids the user in performing detailed sizing of the ECLSS for different combinations of the Exploration Life support (ELS) regenerative system technologies. This analysis tool will assist the user in performing ECLSS preliminary design and trade studies as well as system optimization efficiently and economically. The latest ALSSAT related publication in ICES 2004 detailed ALSSAT s development status including the completion of all six ELS Subsystems (ELSS), namely, the Air Management Subsystem, the Biomass Subsystem, the Food Management Subsystem, the Solid Waste Management Subsystem, the Water Management Subsystem, and the Thermal Control Subsystem and two external interfaces, including the Extravehicular Activity and the Human Accommodations. Since 2004, many more regenerative technologies in the ELSS were implemented into ALSSAT. ALSSAT has also been used for the ELS Research and Technology Development Metric Calculation for FY02 thru FY06. It was also used to conduct the Lunar Outpost Metric calculation for FY08 and was integrated as part of a Habitat Model developed at Langley Research Center to support the Constellation program. This paper will give an update on the analysis tool s current development status as well as present the analytical results of one of the trade studies that was performed.

Yeh, H. Y. Jannivine↗

Waterhammer Testing and Modeling of the Ares I Upper Stage Reaction Control System

NASA's Ares I rocket is the agency's first step in completing the goals of the Constellation Program, which plans to deliver a new generation of space explorers into low earth orbit for future missions to the International Space Station, the moon, and other destinations within the solar system. Ares I is a two-stage rocket topped by the Orion crew capsule and its service module. The launch vehicle's First Stage is a single, five-segment reusable solid rocket booster (RSRB), derived from the Space Shuttle Program's four segment RSRB. The vehicle's Upper Stage, being designed at Marshall Space Flight Center (MSFC), is propelled by a single J-2X Main Engine fueled with liquid oxygen and liquid hydrogen. During active Upper Stage flight of the Ares I launch vehicle, the Upper Stage Reaction Control System (US ReCS) will perform attitude control operations for the vehicle. The US ReCS will provide three-axis attitude control capability (roll, pitch, and yaw) for the Upper Stage while the J-2X is not firing and roll control capability while the engine is firing. Because of the requirements imposed upon the system, the design must accommodate rapid pulsing of multiple thrusters simultaneously to maintain attitude control. In support of these design activities and in preparation for Critical Design Review, analytical models of the US ReCS propellant feed system have been developed using the Thermal Hydraulic Library of MSC.EASY5 v.2008, herein referred to as EASY5. EASY5 is a commercially available fluid system modeling package with significant history of modeling space propulsion systems. In Fall 2009, a series of development tests were conducted at MSFC on a cold-flow test article for the US ReCS, herein referred to as System Development Test Article (SDTA). A subset of those tests performed were aimed at examining the effects of waterhammer on a flight-representative system and to ensure that those effects could be quantified with analytical models and incorporated into the design of the flight system. This paper presents an overview of the test article and the test approach, along with a discussion of the analytical modeling methodology. In addition, the results of that subset of development tests, along with analytical model pre-test predictions and post-test model correlations, will also be discussed in detail.

Williams, J. Hunter↗

Gas-Grain Simulation Facility (GGSF). Volume 1: Stage 1 facility definition studies

The Gas-Grain Simulation Facility (GGSF) is a facility-type payload to be included in the Space Station Freedom (SSF). The GGSF is a multidisciplinary facility that will accommodate several classes of experiments, including exobiology, planetary science, atmospheric science, and astrophysics. The physical mechanisms envisioned to be investigated include crystal growth, aggregation, nucleation, coagulation, condensation, collisions, fractal growth, cycles of freezing and evaporation, scavenging, longevity of bacteria, and more. TRW performed a Phase A study that included analyses of the science and technical (S&T) requirements, the development of facility functional requirements, and a conceptual design of the facility. The work that was performed under Stage 1 of the Phase A study and the results to date are summarized. In this stage, facility definition studies were conducted in sufficient detail to establish the technical feasibility of the candidate strawman experiments. The studies identified technical difficulties, identified required facility subsystems, surveyed existing technology studies and established preliminary facility weight, volume, power consumption, data systems, interface definition, and crew time requirements. The results of this study served as the basis for Stage 2 of the Phase A study in which a conceptual design and a reference design were performed. The results also served as a basis for a related study for a Gas-Grain Simulation Experiment Module (GGSEM), which is an apparatus intended to perform a subset of the GGSF experiments on board a low-Earth-orbiting platform.

Gat, Nahum↗

Microgravity Flight - Accommodating Non-Human Primates

Spacelab Life Sciences-3 (SLS-3) was scheduled to be the first United States man-tended microgravity flight containing Rhesus monkeys. The goal of this flight as in the five untended Russian COSMOS Bion flights and an earlier American Biosatellite flight, was to understand the biomedical and biological effects of a microgravity environment using the non-human primate as human surrogate. The SLS-3/Rhesus Project and COSMOS Primate-BIOS flights all utilized the rhesus monkey, Macaca mulatta. The ultimate objective of all flights with an animal surrogate has been to evaluate and understand biological mechanisms at both the system and cellular level, thus enabling rational effective countermeasures for future long duration human activity under microgravity conditions and enabling technical application to correction of common human physiological problems within earth's gravity, e.g., muscle strength and reloading, osteoporosis, immune deficiency diseases. Hardware developed for the SLS-3/Rhesus Project was the result of a joint effort with the French Centre National d'Etudes Spatiales (CNES) and the United States National Aeronautics and Space Administration (NASA) extending over the last decade. The flight hardware design and development required implementation of sufficient automation to insure flight crew and animal bio-isolation and maintenance with minimal impact to crew activities. A variety of hardware of varying functional capabilities was developed to support the scientific objectives of the original 22 combined French and American experiments, along with 5 Russian co-investigations, including musculoskeletal, metabolic, and behavioral studies. Unique elements of the Rhesus Research Facility (RRF) included separation of waste for daily delivery of urine and fecal samples for metabolic studies and a psychomotor test system for behavioral studies along with monitored food measurement. As in untended flights, telemetry measurements would allow monitoring of thermoregulation, muscular, and cardiac responses to weightlessness. In contrast, the five completed Cosmos/Bion flights, lacked the metabolic samples and behavioral task monitoring, but did facilitate studies of the neurovestibular system during several of the flights.

Dalton, Bonnie P.↗

Robotic technologies of the Flight Telerobotic Servicer (FTS) including fault tolerance

The original FTS concept for Space Station Freedom (SSF) was to provide telerobotic assistance to enhance crew activity and safety and to reduce crew EVA (Extra Vehicular Activity) activity. The first flight of the FTS manipulator systems would demonstrate several candidate tasks and would verify manipulator performance parameters. These first flight tasks included unlocking a SSF Truss Joint, mating/demating a fluid coupling, contact following of a contour board, demonstrating peg-in-hole assembly, and grasping and moving a mass. Future tasks foreseen for the FTS system included ORU (Orbit Replaceable Unit) change-out, Hubble Space Telescope Servicing, Gamma Ray Observatory refueling, and several in-situ SSF servicing and maintenance tasks. Operation of the FTS was planned to evolve from teleoperation to fully autonomous execution of many tasks. This wide range of mission tasks combined with the desire to evolve toward fully autonomy forced several requirements which may seen extremely demanding to the telerobotics community. The FTS requirements appear to have been created to accommodate the open-ended evolution plan such that operational evolution would not be impeded by function limitations. A recommendation arising from the FTS program to remedy the possible impacts from such ambitious requirements is to analyze candidate robotic tasks. Based on these task analyses, operational impacts against development impacts were weighed prior to requirements definition. Many of the FTS requirements discussed in the following sections greatly influenced the development cost and schedule of the FTS manipulator. The FTS manipulator has been assembled at Martin Marietta and is currently in testing. Successful component tests indicate a manipulator which achieves unprecedented performance specifications.

Chladek, John T.↗

Data-Link and Surface Map Traffic Intent Displays for NextGen 4DT and Equivalent Visual Surface Operations

By 2025, U.S. air traffic is predicted to increase 3-fold and may strain the current air traffic management system, which may not be able to accommodate this growth. In response to this challenge, a consortium of industry, academia and government agencies have proposed a revolutionary new concept for U.S. aviation operations, termed the Next Generation Air Transportation System or "NextGen". Many key capabilities are being identified to enable NextGen, including the concept of "net-centric" operations whereby each aircraft and air services provider shares information to allow real-time adaptability to ever-changing factors such as weather, traffic, flight trajectories, and security. Data-link is likely to be the primary source of communication in NextGen. Because NextGen represents a radically different approach to air traffic management and requires a dramatic shift in the tasks, roles, and responsibilities for the flight deck, there are numerous research issues and challenges that must be overcome to ensure a safe, sustainable air transportation system. Flight deck display and crew-vehicle interaction concepts are being developed that proactively investigate and overcome potential technology and safety barriers that might otherwise constrain the full realization of NextGen.

Shelton, Kevin J.↗

Addressing Challenges to the Design & Test of Operational Lighting Environments for the International Space Station

In our day to day lives, the availability of light, with which to see our environment, is often taken for granted. The designers of land based lighting systems use sunlight and artificial light as their toolset. The availability of power, quantity of light sources, and variety of design options are often unlimited. The accessibility of most land based lighting systems makes it easy for the architect and engineer to verify and validate their design ideas. Failures with an implementation, while sometimes costly, can easily be addressed by renovation. Consider now, an architectural facility orbiting in space, 260 miles above the surface of the earth. This human rated architectural facility, the International Space Station (ISS) must maintain operations every day, including life support and appropriate human comforts without fail. The facility must also handle logistics of regular shipments of cargo, including new passengers. The ISS requires accommodations necessary for human control of machine systems. Additionally, the ISS is a research facility and supports investigations performed inside and outside its livable volume. Finally, the facility must support remote operations and observations by ground controllers. All of these architectural needs require a functional, safe, and even an aesthetic lighting environment. At Johnson Space Center, our Habitability and Human Factors team assists our diverse customers with their lighting environment challenges, via physical test and computer based analysis. Because of the complexity of ISS operational environment, our team has learned and developed processes that help ISS operate safely. Because of the dynamic exterior lighting environment, uses computational modeling to predict the lighting environment. The ISS' orbit exposes it to a sunrise every 90 minutes, causing work surfaces to quickly change from direct sunlight to earthshine to total darkness. Proper planning of vehicle approaches, robotics operations, and crewed Extra Vehicular Activities are mandatory to ensure safety to the crew and all others involved. Innovation in testing techniques is important as well. The advent of Solid State Lighting technology and the lack of stable national and international standards for its implementation pose new challenges on how to design, test and verify individual light fixtures and the environment that uses them. The ISS will soon be replacing its internal fluorescent lighting system to a solid state LED system. The Solid State Lighting Assembly will be used not only for general lighting, but also as a medical countermeasure to control the circadian rhythm of the crew. The new light source has performance criteria very specific to its spectral fingerprint, creating new challenges that were originally not as significant during the original design of the ISS. This presentation will showcase findings and toolsets our team is using to assist in the planning of tasks, and design of operational lighting environments on the International Space Station.

Clark, Toni A.↗

Optimization of Second Fault Detection Thresholds to Maximize Mission POS

In order to support manned spaceflight safety requirements, the Space Launch System (SLS) has defined program-level requirements for key systems to ensure successful operation under single fault conditions. To accommodate this with regards to Navigation, the SLS utilizes an internally redundant Inertial Navigation System (INS) with built-in capability to detect, isolate, and recover from first failure conditions and still maintain adherence to performance requirements. The unit utilizes multiple hardware- and software-level techniques to enable detection, isolation, and recovery from these events in terms of its built-in Fault Detection, Isolation, and Recovery (FDIR) algorithms. Successful operation is defined in terms of sufficient navigation accuracy at insertion while operating under worst case single sensor outages (gyroscope and accelerometer faults at launch). In addition to first fault detection and recovery, the SLS program has also levied requirements relating to the capability of the INS to detect a second fault, tracking any unacceptable uncertainty in knowledge of the vehicle's state. This detection functionality is required in order to feed abort analysis and ensure crew safety. Increases in navigation state error and sensor faults can drive the vehicle outside of its operational as-designed environments and outside of its performance envelope causing loss of mission, or worse, loss of crew. The criteria for operation under second faults allows for a larger set of achievable missions in terms of potential fault conditions, due to the INS operating at the edge of its capability. As this performance is defined and controlled at the vehicle level, it allows for the use of system level margins to increase probability of mission success on the operational edges of the design space. Due to the implications of the vehicle response to abort conditions (such as a potentially failed INS), it is important to consider a wide range of failure scenarios in terms of both magnitude and time. As such, the Navigation team is taking advantage of the INS's capability to schedule and change fault detection thresholds in flight. These values are optimized along a nominal trajectory in order to maximize probability of mission success, and reducing the probability of false positives (defined as when the INS would report a second fault condition resulting in loss of mission, but the vehicle would still meet insertion requirements within system-level margins). This paper will describe an optimization approach using Genetic Algorithms to tune the threshold parameters to maximize vehicle resilience to second fault events as a function of potential fault magnitude and time of fault over an ascent mission profile. The analysis approach, and performance assessment of the results will be presented to demonstrate the applicability of this process to second fault detection to maximize mission probability of success.

Anzalone, Evan↗