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NASA NTRS1988

On governing equations for crack layer propagation

Results of analysis on damage distribution of a crack layer, in a model material, supported the self-similarity hypothesis of damage evolution which has been adopted by the crack layer theory. On the basis of measurements of discontinuity density and the double layer potential technique, a solution to the crack damage interaction problem has been developed. Evaluation of the stress intensity factor illustrated the methodology. Analysis of experimental results showed that Arrhenius type constitutive relationship described very well the expansion of the active zone of a crack layer.

Chudnovsky, A.↗

NASA NTRS1992

Analysis and prediction of Multiple-Site Damage (MSD) fatigue crack growth

A technique was developed to calculate the stress intensity factor for multiple interacting cracks. The analysis was verified through comparison with accepted methods of calculating stress intensity factors. The technique was incorporated into a fatigue crack growth prediction model and used to predict the fatigue crack growth life for multiple-site damage (MSD). The analysis was verified through comparison with experiments conducted on uniaxially loaded flat panels with multiple cracks. Configuration with nearly equal and unequal crack distribution were examined. The fatigue crack growth predictions agreed within 20 percent of the experimental lives for all crack configurations considered.

Dawicke, D. S.↗

NASA NTRSDate not supplied

A Concept of Operations (ConOps) of an In-time Aviation Safety Management System (IASMS) for Advanced Air Mobility (AAM)

The growth of new emerging operations involving Advanced Air Mobility (AAM) necessitates developing a perspective for an In-time Aviation Safety Management System (IASMS). This perspective advances from the National Academies report on IASMS and its recommendation for developing a Concept of Operations (ConOps) for IASMS. A ConOps has been developed for In-time System-Wide Safety Assurance (ISSA) from which the IASMS ConOps pivots to provide a robust scope commensurate with the broad vision defined by the National Academies. The IASMS ConOps focuses on emerging operations and spans innovations in Unmanned Aircraft System (UAS) and an increasingly complex ecosystem comprised of a widening mix of vehicles and technologies, Urban Air Mobility (UAM) with industry-federated services, traditional operations, as well as new supersonic aircraft and space launch systems.The challenge for the IASMS ConOps is to be broad to encompass innovations in the coming years and decades while agile to ensure levels of safety compatible with operational and certification requirements of the National Airspace System (NAS). The IASMS ConOps interweaves increasing complexity of operational safety capabilities and unlocking UAS Maturity Levels (UMLs). The relationships between increased complexity of automation and automated systems, fewer operators who are not as traditionally higher skilled, more complex operational environments, and aviation operations management with mixed aircraft and equipage pose a multi-dimensional space for IASMS capabilities essential for safety assurance and risk management. Instantiating IASMS capabilities and how they would be integral to AAM operations and increasing maturity of UAM could be accomplished through a series of Safety Demonstrators. These Safety Demonstrators could provide increased understanding and insight into use of controls for risk mitigation, means of compliance for certification, and operational experience with safety services such as in relation to contingency management. The IASMS capabilities can be viewed as initially residing with the vehicle, airspace, and Supplemental Data Service Provider (SDSP). For example, vehicle capabilities include communications including the command and control link, Remote Identification (ID), conflict advisory/alerting, and UAS system monitoring. These capabilities monitor and assess data such as battery health, aircraft state, and human performance. Complexity of ISAMS capabilities depends on a number of factors. These factors are intendedonly as a notional categorization with the purpose being to reflect the complexity of the AAM ecosystem that would drive up the complexity of ISSA capabilities including systems, sensors, models, standards, and controls. Factors could include the Vehicle Flight Management, Environment, Airspace, and Contingency Management. Each of these factors can be comprised of multiple sub-factors that contribute to increasing complexity. For example, Airspace at a lower level of complexity could be dedicated to UTM operations that are unmonitored, and at a higher level of complexity could involve mixed UTM and ATM operations. The IASMS concept includes safety services that provide data and information to different participants in AAM. The roles and responsibilities of participants can be defined using the Responsible-Accountable-Consulted-Informed (RACI) analysis. For example, for the safety service involving the Remote ID, the Operator would be accountable for providing the data, the Vehicle would be responsible for transmitting it, and the USS, SDSP, Vertiports, FIMS (FAA), and Public Entities such as safety services would be informed by receiving the data. The IASMS ConOps identifies the capabilities needed for risk mitigation and safety assurance in the increasingly complex national airspace. The ConOps serves as a pathway for engaging with industry to gain operational experience including through the Safety Demonstrator series, the RACI analysis, and operational complexity factors. The ConOps serves to integrate these different perspectives to build a cohesive and cogent approach to an AAM safety management system.

In-Time Aviation Safety Management System↗

NASA NTRS2004

Linear and Nonlinear Analyses of a Wind-Tunnel Balance

The NASA Langley Research Center (LaRC) has been designing strain-gauge balances for utilization in wind tunnels since its inception. The utilization of balances span a wide variety of aerodynamic tests. A force balance is an inherently critically stressed component due to the requirements of measurement sensitivity. Force balance stress analysis and acceptance criteria are under review due to LaRC wind tunnel operational safety requirements. This paper presents some of the analyses done at NASA LaRC. Research and analyses were performed in order to investigate the structural integrity of the balances and better understand their performance. The analyses presented in this paper are helpful in understanding the overall behavior of an existing balance and can also be used in design of new balances to enhance their performance. As a first step, maximum load combination is used for linear structural analysis. When nonlinear effects are encountered, the analysis is extended to include the nonlinearities. Balance 1621 is typical for LaRC designed balances and was chosen for this study due to its traditional high load capacity, Figure 1. Maximum loading occurs when all 6 components are applied simultaneously with their maximum value allowed (limit load). This circumstance normally will not occur in the wind tunnel. However, if it occurs, is the balance capable of handling the loads with an acceptable factor of safety? Preliminary analysis using Pro/Mechanica indicated that this balance might experience nonlinearity. It was decided to analyze this balance by using NASTRAN so that a nonlinear analysis could be conducted. Balance 1621 was modeled and meshed in PATRAN for analysis in NASTRAN. The model from PATRAN/NASTRAN is compared to the one from Pro/Mechanica. For a complete analysis, it is necessary to consider all the load cases as well as use a dense mesh near all the edges. Because of computer limitations, it is not feasible to analyze model with the dense mesh near all edges. In the present study, the dense mesh is limited to the surface on the end of the axial sections.

Karkehabadi, R.↗

NASA NTRS2015

Description, Usage, and Validation of the MVL-15 Modified Vortex Lattice Analysis Capability

MVL-15 is the most recent version of the Modified Vortex-Lattice (MVL) code developed within the Aerodynamics Systems Analysis Branch (ASAB) at NASA LaRC. The term "modified" refers to the primary modification of the core vortex-lattice methodology: inclusion of viscous aerodynamics tables that are linked to the linear solution via iterative processes. The inclusion of the viscous aerodynamics inherently converts the MVL-15 from a purely analytic linearized method to a semi-empirical blend which retains the rapid execution speed of the linearized method while empirically characterizing the section aerodynamics at all spanwise lattice points. The modification provides a means to assess non-linear effects on lift that occur at angles of attack near stall, and provides a means to determine the drag associated with the application of design strategies for lift augmentation such as the use of flaps or blowing. The MVL-15 code is applicable to the analyses of aircraft aerodynamics during cruise, but it is most advantageously applied to the analysis of aircraft operating in various high-lift configurations. The MVL methodology has been previously conceived and implemented; the initial concept version was delivered to the ASAB in 2001 (van Dam, C.), subsequently revised (Gelhausen, P. and Ozoroski, T. 2002 / AVID Inc., Gelhausen, P., and Roberts, M. 2004), and then overhauled (Ozoroski, T., Hahn, A. 2008). The latest version, MVL-15 has been refined to provide analysis transparency and enhanced to meet the analysis requirements of the Environmentally Responsible Aviation (ERA) Project. Each revision has been implemented with reasonable success. Separate applications of the methodology are in use, including a similar in-house capability, developed by Olson, E. that is tailored for structural and acoustics analyses. A central premise of the methodology is that viscous aerodynamic data can be associated with analytic inviscid aerodynamic results at each spanwise wing section, thereby providing a pathway to map viscous data to the inviscid results. However, a number of factors can sidetrack the analysis consistency during various stages of this process. For example, it should be expected that the final airplane lift curve and drag polar results depend strongly on the geometry and aerodynamics of the airfoil section; however, flap deflections and flap chord extensions change the local reference geometry of the input airfoil, the airplane wing, the tabulated non-dimensional viscous aerodynamics, and the spanwise links between the linear and the viscous aerodynamics. These changes also affect the bound circulation and therefore, calculation and integration of the induced angle of attack and induced drag. MVL-15 is configured to ensure these types of challenges are properly addressed. This report is a comprehensive manual describing the theory, use, and validation of the MVL-15 analysis tool. Section 3 summarizes theoretical, procedural, and characteristic features of MVL-15, and includes a list of the files required to setup, execute, and summarize an analysis. Section 4, Section 5, Section 6, and Section 7 combine to comprise the User's Guide portions of this report. The MVL-15 input and output files are described in Section 4 and Section 5, respectively; the descriptions are supplemented with example files and information about the file formats, parameter definitions, and typical parameter values. Section 6 describes the Wing Geometry Setup Utility and the 2d-Variants Utility files that simplify and assist setting up a consistent set of MVL-15 geometry and aerodynamics input parameters and input files. Section 7 describes the use of the 3d-Results Presentation Utility file that can be used to automatically create summary tables and charts from the MVL-15 output files. Section 8 documents the Validation Results of an extensive and varied validation test matrix, including results of an airplane analysis representative of the ERA Program. A start-to-finish example of the airplane analysis procedure is described in Section 7.

Ozoroski, Thomas A.↗

NASA NTRS2007

Determinants of Time to Fatigue during Non-Motorized Treadmill Exercise

Treadmill exercise is commonly used for aerobic and anaerobic conditioning. During non-motorized treadmill exercise, the subject must provide the power necessary to drive the treadmill belt. The purpose of this study was to determine what factors affected the time to fatigue on a pair of non-motorized treadmills. Twenty subjects (10 males/10 females) attempted to complete five minutes of locomotion during separate trials at 3.22, 4.83, 6.44, 8.05, 9.66, and 11.27 km (raised dot) h(sup -1). Total exercise time (less than or equal to 5 min) was recorded. Exercise time was converted to the amount of 15 second intervals completed. Peak oxygen uptake (VO2) was measured using a graded exercise test on a standard treadmill, and anthropometric measures were collected from each subject before entering into the study. A Cox proportional hazards regression model was used to determine significant predictive factors in a multivariate analysis. Non-motorized treadmill speed and absolute peak VO2 were found to be significant predictors of exercise time, but there was no effect of anthropometric characteristics. Gender was found to be a predictor of treadmill time, but this was likely due to a higher peak VO2 in males than in females. These results were not affected by the type of treadmill tested in this study. Coaches and therapists should consider the cardiovascular fitness of an athlete or client when prescribing target speed since these factors are related to the total exercise time than can be achieved on a non-motorized treadmill.

DeWitt, John K.↗

NASA NTRS2018

A Prognostic Launch Vehicle Probability of Failure Assessment Methodology for Conceptual Systems Predicated on Human Causal Factors

Create an improved method to calculate reliability of a conceptual launch vehicle system prior to fabrication by using historic data of actual root causes of failures. While failures have unique "proximate causes", there are typically a finite amount of common "root causes". Heretofore launch vehicle reliability evaluation typically hardware-centric statistical analyses, while most root causes of failures are been shown to be human-centric. A method based on human-centric root causes can be used to quantify reliability assessments and focus proposed actions to mitigate problems. Existing methods have been optimistic in their projections of launch vehicle reliability compared to actuals. Hypothesis: reliability of a conceptual launch vehicle can be more accurately evaluated based on a rational, probabilistic approach using past failure assessment teams' findings predicated on human-centric causes."Human Reliability Analysis Methods Selection Guidance for NASA"Chandler F.T., et al., NASA HQ/OSMA study group, July 2006. Outside HRA experts from academia, other federal labs, and the private sector. 50 system reliability methods considered, fourteen selected for further study, four finally selected as best suited for human spaceflight. Probabilistic Risk Analysis (PRA) + Human Reliability Analysis (HRA) enabled incorporating effects and probabilities of human errors. While four down-selected methods deemed appropriate for failure assessment, it did not appear that these methods could be concisely applied to perform major system-wide assessment of probability of failure of a conceptual design without becoming unwieldy."Engineering a Safer World", Detailed, comprehensive study external to NASA Leveson N. G., MIT, 2011.Systems-Theoretic Accident Model and Processes (STAMP). All-encompassing accident model based on systems theory analyzed accidents after they occurred and created approaches to prevent occurrence in developing systems not focused on failure prevention per se, but rather reducing hazards by influencing human behavior through use of constraints, hierarchical control structures, and process models to improve system safetySystem Theoretic Process Analysis (STPA) addresses predictive part of problem (a "hazard analysis"). Includes all causal factors identified in STAMP: "...design errors, software flaws, component interaction accidents, cognitively complex human decision-making errors, and social organizational and management factors contributing to accidents" can guide design process rather than require it to exist before-hand did not appear capable of concise application for system-wide assessment of probability of failure of a conceptual design without becoming unwieldy.

Williams, Craig H.↗

NASA NTRS1983

Three-dimensional transonic nacelle/inlet flowfield computations using an efficient approximate factorization algorithm

A highly efficient computer analysis has been developed for predicting transonic nacelle/inlet flowfields. This algorithm can compute the three-dimensional transonic flowfield about axisymmetric or asymmetric nacelle/inlet configurations at zero or nonzero incidence. The flowfield is determined by solving the full-potential equation in conservative form on a body-fitted curvilinear computational mesh. The difference equations are solved using the AF2 approximate factorization scheme. The effects of boundary layer viscous entrainment are approximated in the inviscid algorithm by applying a surface transpiration velocity which is determined from the calculated boundary layer growth. Computed results and correlations with existing methods and experiment are presented to illustrate application of the analysis.

Vadyak, J.↗

NASA NTRSDate not supplied

Constraining Alteration Processes Along the Siccar Point Unconformity in Gale Crater: Results from the Sample Analysis at Mars Instrument

A driving factor for sending the Mars Science Laboratory, Curiosity rover to Gale Crater was the orbital detection of clay minerals in the Glen Torridon (GT) region suggesting a past aqueous environment was habitable and could contain organic evidence of past microbiology. The objective of the Curiosity’s Sample Analysis at Mars (SAM)instrument was to detect organic evidence of past microbiology and volatile bearing mineralogy that would inform if past geochemical conditions would have supported microbiology in the GT region. The Siccar Point unconformity occurs between the underlying GT mudstone and the overlying Stimsons and stone of the Green heugh Pediment has evidence of enhanced alteration in the mudstone just below the contact suggestive of aqueous processes favorable for microbial activity. The origin of the altered material includes subaerial weathering, alteration from fluids moving along unconformity, upward fluid percolation from the mudstone or downward fluid percolation from the Pediment 1,2,3,4,5The objectives of this work were to 1) Utilize the S AM-EGA results to characterize the geochemistry and mineralogy above and below the Siccar Point unconformity through analysis of drilled samples in the3 GT mudstones and an overlying pediment sandstone. and 2) Utilize SAM-EGA results to constrain alteration scenario(s) below the unconformity.

B Sutter↗

NASA NTRS2015

Analysis of Process Gases and Trace Contaminants in Membrane-Aerated Gaseous Effluent Streams.

In membrane-aerated biofilm reactors (MABRs), hollow fibers are used to supply oxygen to the biofilms and bulk fluid. A pressure and concentration gradient between the inner volume of the fibers and the reactor reservoir drives oxygen mass transport across the fibers toward the bulk solution, providing the fiber-adhered biofilm with oxygen. Conversely, bacterial metabolic gases from the bulk liquid, as well as from the biofilm, move opposite to the flow of oxygen, entering the hollow fiber and out of the reactor. Metabolic gases are excellent indicators of biofilm vitality, and can aid in microbial identification. Certain gases can be indicative of system perturbations and control anomalies, or potentially unwanted biological processes occurring within the reactor. In confined environments, such as those found during spaceflight, it is important to understand what compounds are being stripped from the reactor and potentially released into the crew cabin to determine the appropriateness or the requirement for additional mitigation factors. Reactor effluent gas analysis focused on samples provided from Kennedy Space Center's sub-scale MABRs, as well as Johnson Space Center's full-scale MABRs, using infrared spectroscopy and gas chromatography techniques. Process gases, such as carbon dioxide, oxygen, nitrogen, nitrogen dioxide, and nitrous oxide, were quantified to monitor reactor operations. Solid Phase Microextraction (SPME) GC-MS analysis was used to identify trace volatile compounds. Compounds of interest were subsequently quantified. Reactor supply air was examined to establish target compound baseline concentrations. Concentration levels were compared to average ISS concentration values and/or Spacecraft Maximum Allowable Concentration (SMAC) levels where appropriate. Based on a review of to-date results, current trace contaminant control systems (TCCS) currently on board the ISS should be able to handle the added load from bioreactor systems without the need for secondary mitigation.

Gaseous Effluent Streams↗

NASA NTRS2008

Algorithms for Spectral Decomposition with Applications to Optical Plume Anomaly Detection

The analysis of spectral signals for features that represent physical phenomenon is ubiquitous in the science and engineering communities. There are two main approaches that can be taken to extract relevant features from these high-dimensional data streams. The first set of approaches relies on extracting features using a physics-based paradigm where the underlying physical mechanism that generates the spectra is used to infer the most important features in the data stream. We focus on a complementary methodology that uses a data-driven technique that is informed by the underlying physics but also has the ability to adapt to unmodeled system attributes and dynamics. We discuss the following four algorithms: Spectral Decomposition Algorithm (SDA), Non-Negative Matrix Factorization (NMF), Independent Component Analysis (ICA) and Principal Components Analysis (PCA) and compare their performance on a spectral emulator which we use to generate artificial data with known statistical properties. This spectral emulator mimics the real-world phenomena arising from the plume of the space shuttle main engine and can be used to validate the results that arise from various spectral decomposition algorithms and is very useful for situations where real-world systems have very low probabilities of fault or failure. Our results indicate that methods like SDA and NMF provide a straightforward way of incorporating prior physical knowledge while NMF with a tuning mechanism can give superior performance on some tests. We demonstrate these algorithms to detect potential system-health issues on data from a spectral emulator with tunable health parameters.

Srivastava, Askok N.↗

NASA NTRS1972

Apollo 9 multiband photography experiment S065

Fourier analysis was applied to microdensitometer scans of a selected region of one SO65 frame in each of the three black-and-white bands. The approach was unique because a somewhat arbitrary section of the image was used and not limited to available targets as in edge analysis. Comparison of duplicates and calculation of absolute SO65 MTF were done by applying linear systems theory to the spatial spectra of the image scans. It was found that the duplication process was nonlinear and resulted in general amplification of spatial frequency modulation. However, the increase in modulation was offset by a corresponding increase in the granularity of the copies. The amount of increase seemed to be related to the initial granularity, but a direct relationship was not verified. Band-to-band comparison of image quality was achieved in the form of signal-to-noise ratio curves as a function of spatial frequency for each band. From this standpoint the DD band was an order of magnitude better than the other two. These were several factors that restricted the analysis of the Apollo 9 imagery. Among these were the lack of precise sensitometric and optical system data on the high altitude photography. In addition it was determined that there was only one simultaneous pair of high altitude and SO65 frames. Finally, the original SO65 photography was not available for scanning (for obvious reasons), thus eliminating a reference base for granularity and SO65 MTF determination.

Schowengerdt, R. A.↗

NASA NTRS1998

Inlet Performance Analysis Code Developed

The design characteristics of an inlet very much depend on whether the inlet is to be flown at subsonic, supersonic, or hypersonic speed. Whichever the case, the primary function of an inlet is to deliver free-stream air to the engine face at the highest stagnation pressure possible and with the lowest possible variation in both stagnation pressure and temperature. At high speeds, this is achieved by a system of oblique and/or normal shock waves, and possibly some isentropic compression. For both subsonic and supersonic flight, current design practice indicates that the inlet should deliver the air to the engine face at approximately Mach 0.45. As a result, even for flight in the high subsonic regime, the inlet must retard (or diffuse) the air substantially. Second, the design of an inlet is influenced largely by the compromise between high performance and low weight. This compromise involves tradeoffs between the mission requirements, flight trajectory, airframe aerodynamics, engine performance, and weight-all of which, in turn, influence each other. Therefore, to study the effects of some of these influential factors, the Propulsion System Analysis Office of the NASA Lewis Research Center developed the Inlet Performance Analysis Code (IPAC). This code uses oblique shock and Prandtl-Meyer expansion theory to predict inlet performance. It can be used to predict performance for a given inlet geometric design such as pitot, axisymmetric, and two-dimensional. IPAC also can be used to design preliminary inlet systems and to make subsequent performance analyses. It computes the total pressure, the recovery, the airflow, and the drag coefficients. The pressure recovery includes losses associated with normal and oblique shocks, internal and external friction, the sharp lip, and diffuser components. Flow rate includes captured, engine, spillage, bleed, and bypass flows. The aerodynamic drag calculation includes drags associated with spillage, cowl lip suction, wave, bleed, and bypass.

Jules, Kenol↗

NASA NTRS1989

Project ARGO: The design and analysis of an all-propulsive and an aeroassisted version of a manned space transportation vehicle

The Senior Aerospace System Design class at the University of Michigan undertook the design of a manned space transportation vehicle (STV) that would transport payloads between low earth orbit (LEO) and geosynchronous earth orbit (GEO). Designated ARGO after the ship of the Greek adventurer Jason, two different versions of an STV that would be based, refueled, and serviced at the Space Station Freedom were designed and analyzed by the class. With the same 2-man/7-day nominal mission of transporting a 10,000-kg payload up to GEO and bringing a 5000-kg payload back to LEO, the two versions of ARGO differ in the manner in which the delta V is applied to insert the vehicle into LEO upon return from GEO. The all-propulsive ARGO (or CSTV for chemical STV) uses thrust from its LH2/LOX rocket engines to produce the delta V during all phases of its mission. While the aeroassisted ARGO (or ASTV for aeroassisted STV) also uses the same engines for the majority of the mission, the final delta V used to insert the ASTV into LEO is produced by skimming the Earth's atmosphere and using the drag on the vehicle to apply the required delta V. This procedure allows for large propellant, and thus cost, savings, but creates many design problems such as the high heating rates and decelerations experienced by a vehicle moving through the atmosphere at hypersonic velocities. The design class, consisting of 43 senior aerospace engineering students, was divided into one managerial and eight technical groups. The technical groups consisted of spacecraft configuration and integration, mission analysis, atmospheric flight, propulsion, power and communications, life support and human factors, logistics and support, and systems analysis. Two committees were set up with members from each group to create the scale models of the STV's and to produce the final report.

Wang, H.↗

NASA NTRS1999

Winter to Spring Transition in Europe 48-45 degrees N: From Temperature Control by Advection to Control by Insolation

As established in previous studies, and analyzed further herein for the years 1988-1998, warm advection from the North Atlantic is the predominant control of the surface-air temperature in northern-latitude Europe in late winter. This thesis is supported by the substantial correlation Cti between the speed of the southwesterly surface winds over the eastern North Atlantic, as quantified by a specific Index Ina, and the 2-meter level temperature Ts over central Europe (48-54 deg N; 5-25 deg E), for January, February and early March. In mid-March and subsequently, the correlation Cti drops drastically (quite often it is negative). The change in the relationship between Ts and Ina marks a transition in the control of the surface-air temperature. As (a) the sun rises higher in the sky, (b) the snows melt (the surface absorptivity can increase by a factor of 3.0), (c) the ocean-surface winds weaken, and (d) the temperature difference between land and ocean (which we analyze) becomes small, absorption of insolation replaces the warm advection as the dominant control of the continental temperature. We define the onset of spring by this transition, which evaluated for the period of our study occurs at pentad 16 (Julian Date 76, that is, March 16). The control by insolation means that the surface is cooler under cloudy conditions than under clear skies. This control produces a much smaller interannual variability of the surface temperature and of the lapse rate than prevailing in winter, when the control is by advection. Regional climatic data would be of greatest value for agriculture and forestry if compiled for well-defined seasons. For continental northern latitudes, analysis presented here of factors controlling the surface temperature appears an appropriate tool for this task.

Otterman, J.↗

NASA NTRS2005

An operational approach to long-duration mission behavioral health and performance factors

NASA's participation in nearly 10 yr of long-duration mission (LDM) training and flight confirms that these missions remain a difficult challenge for astronauts and their medical care providers. The role of the astronaut's crew surgeon is to maximize the astronaut's health throughout all phases of the LDM: preflight, in flight, and postflight. In support of the crew surgeon, the NASA-Johnson Space Center Behavioral Health and Performance Group (JSC-BHPG) has focused on four key factors that can reduce the astronaut's behavioral health and performance. These factors are defined as: sleep and circadian factors; behavioral health factors; psychological adaptation factors; and human-to-system interface (the interface between the astronaut and the mission workplace) factors. Both the crew surgeon and the JSC-BHPG must earn the crewmember's trust preflight to encourage problem identification and problem solving in these four areas. Once on orbit, the crew medical officer becomes a valuable extension of the crew surgeon and BHPG on the ground due to the crew medical officer's constant interaction with crewmembers and preflight training in these four factors. However, the crew surgeon, BHPG, and the crew medical officer need tools that will help predict, prevent, monitor, and respond to developing problems. Objective data become essential when difficult mission termination decisions must be made. The need for behavioral health and performance tool development creates an environment rich for collaboration between operational healthcare providers and researchers. These tools are also a necessary step to safely complete future, more autonomous exploration-class space missions.

Review↗

NASA NTRS2020

Development of a Display Tool to Quality Control Weather Balloon Data for Space Launch Vehicles Using Python

Continuous atmospheric data analysis is an important factor for space launch vehicle design and operations. The balloon quality control tool was developed by NASA’s Marshall Space Flight Center (MSFC) Natural Environments Branch (NEB) for monitoring quality control processes and verifying the automated flags created on the balloon data sets analyzed. The data sets currently analyzed are comprised of high-resolution and low-resolution balloon data from NASA Kennedy Space Center (KSC), co-located on the United States Air Force’s Eastern range (ER) at the Cape Canaveral Air Force Station. The NEB was tasked to perform a quality assessment of these data sets and needed a tool to confirm the quality control (QC) flags produced from an automated process and add additional QC flags if necessary. This Graphical User Interface (GUI) was developed to visualize all of the data from these balloon sets, display any flags from the automated QC process, and add additional flags to variables if necessary. The GUI was developed in Python 3.6 utilizing different packages available such as pandas for data analysis and manipulation, NumPy for high-performance multidimensional array and tools to compute with and manipulate arrays, Matplotlib for plotting data and Tkinter to build the GUI.

Jessica K Headley↗

NASA NTRS2020

Development of a Display Tool to Quality Control Weather Balloon Data for Space Launch Vehicles

Jessica K Headley↗