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System-assurance-analysis (SAA) methodology developed for aerospace launch-support systems proposed for nuclear powerplants. Study shows it is feasible and practical to apply SAA methodologyto nuclear powerplants. Essentially combination of analytical techniques related to safety and reliability with information system assisting managers in making decisions affecting safety and reliability.
The limitations of radiation environment models are examined by applying the model to the South Atlantic anomaly (SAA). The local magnetic-field-intensity (in gauss) and McIlwain (1961) drift-shell-parameter contours in the SAA are analyzed. It is noted that it is necessary to decouple the atmospheric absorption effects from the trapped radiation models in order to obtain accurate radiation dose predictions. Two methods for obtaining more accurate results are proposed.
The Kiel Long Duration Exposure Facility (LDEF) experiment M0002, mounted on experiment tray E6, was designed to measure the heavy ion environment by means of CR-39 plastic solid state track detectors. The detector stack with a size of 40x34x4.5 cu cm was exposed in vacuum covered by thermal protection foils with a total thickness of approx. 14 mg/sq cm. After etching small samples of the detector foils tracks with Z greater than or = 6 could be easily detected on a background of small etch pits, which were probably produced by secondaries from proton interactions. The LDEF orientation with respect to the magnetic field lines within the South Atlantic Anomaly (SAA) is expected to be constant during the mission. Therefore, the azimuth angle distribution was measured on the detector foils for low energy stopping particles. All detected arrival directions are close to a plane perpendicular to the magnetic field line of -20 deg declination and -40 deg inclination at location 34 deg W and 27 deg S. Together with the steep energy spectrum, this spatial distribution close to the mirror plane in the SAA is an evidence that heavy ions were detected from a radiation belt population.
The Technology Applications (TAG) Group at NASA Langley Research Center has currently more than 100 technologies that are ripe for commercialization. These technologies are categorized by various sectors including: Energy and the Environment; Materials and Structures; Manufacturing; Information and Communications; Transportation, and Medical/Sensor/ Instrumentation. A requirement that TAG has placed on all technologies ready for licensing is that there will be some university involvement in the technology transfer or knowledge transfer process. This model involves the troika of government (LaRC), industry and university. A number of variations on the Troika Partnership Model (TPM) were developed as a part of this ASEE Fellowship. Furthermore, five technologies were identified - three of which industrial interests have been matched: LaRC-SI, a thermoplastic that can be used as a coating; Variable Geometry Truss Manipulator Arm that can be used for nuclear waste clean -up and as scaffolding; and ADAPT (Approach to Data Management, Archive Protection, and Transmission) is a technology that could be used for a variety of multi-tasking operations over the Internet. The aim of this work was to initiate a Space Act Agreement (SAA) for at least one of these technologies using one of the options of the TPM. A preliminary partnership agreement using the SAA is currently being negotiated with NASA-LaRC, VPI and Virginia Power for the LaRC-SI thermoplastic that will be used as a coating.
Timely data on low altitude energetic protons is very important for predicting the effect on humans and satellites. Because of the high bioeffectivity of protons in tissue, determination of the geographical location of the south Atlantic anomally (SAA) would be especially useful for reducing the risk associated with extravehicular activities. Because the AP8 model was developed with an epoch several decades old, the location of the south Atlantic anomally is incorrectly positioned in the model. The lack of extensive present-epoch energetic proton data at low altitude has prevented the update of the AP8 proton model. While there are studies in progress which are attempting to update the model at low altitude by using the path-integrated column density of the residual atmosphere as an organizing parameter, success in those studies will be defined by consistency in organization of old data. New data will still be required to provide a good present epoch model. As an alternative to using instrumental measurements of proton fluxes, background effects, proxy data sets such as SEUs, anomalies in instruments, enhanced background in shielded sensors believed to be induced by high energy protons, and dosimeter data in which key parameters (energy, efficiency, geometric factor, shielding, etc.) are poorly known can also be used. This in situ data is not as precise as direct measurement of the proton flux as geometric factor and shielding etc. are not calibrated, but these factors do not affect determination of the location of the SAA.
Space radiation dosimetry measurements have been made onboard the Space Shuttle STS-65 in the Second International Microgravity Laboratory (IML-2: 28.5 degrees x 300 km: 14.68 days) and the STS-79 in the 4th Shuttle MIR mission (S/MM#4: 51.6 degrees x 300-400km: 10.2 days). In these measurements, three kinds of detectors were used; one is a newly developed active detector telescope called "Real-time Radiation Monitoring Device (RRMD-I for IML-2 and RRMD-II with improved triggering system for S/MM#4)" utilizing silicon semi-conductor detectors and the other detectors are conventional passive detectors of thermoluminescence dosimeters (TLDs) and CR-39 plastic track detectors. The main contribution to dose equivalent for particles with LET > 5.0 keV/micrometer (IML-2) and LET > 3.5 keV/micrometer (S/MM#4) is seen to be due to galactic cosmic rays (GCRs) and the contribution of the South Atlantic Anomaly (SAA) is less than 5% (IML-2: 28.5 degrees x 300 km) and 15% (S/MM#4: 51.6 degrees x 400 km) in the above RRMD LET detection conditions. For the whole LET range (> 0.2 kev/micrometer) obtained by TLDs and CR-39 in these two typical orbits (a small inclination x low altitude and a large inclination x high altitude), absorbed dose rates range from 94 to 114 microGy/day, dose equivalent rates from 186 to 207 microSv/day and average quality factors from 1.82 to 2.00 depending on the locations and directions of detectors inside the Spacelab at the highly protected IML-2 orbit (28.5 degrees x 300 km), and also, absorbed dose rates range from 290 to 367 microGy/day, dose equivalent rates from 582 to 651 microSv/day and average quality factors from 1.78 to 2.01 depending on the dosimeter packages around the RRMD-II "Detector Unit" at the S/MM#4 orbit (5l.6 degrees x 400km). In general, it is seen that absorbed doses depend on the orbit altitude (SAA trapped particles contribution dominant) and dose equivalents on the orbit inclination (GCR contribution dominant). The LET distributions obtained by two different types of active and passive detectors, RRMDs and CR-39, are in good agreement for LET of 15 - 200 kev/micrometer and difference of these distributions in the regions of LET < 15 kev/micrometer and LET > 200 kev/micrometer can be explained by considering characteristics of CR-39 etched track formation especially for the low LET tracks and chemical etching conditions.
LET spectra measurements made with passive plastic nuclear track detectors (PNTDs) were found to depend on detector orientation, shielding and experiment location. LET spectra were measured at several locations on LDEF as part of the P0006 LETSME experiment (Benton and Parnell, 1984), the P0004 Seeds in Space experiment (Parks and Alston, 1984), the A00l5 Free Flyer Biostacks and the M0004 Fiber Optics Data Link experiment (Taylor, 1984). Locations included the east, west and Earth sides of the LDEF satellite. The LET spectra measured with PNTDs deviated significantly from calculations, especially for high LET particles (LET infinity H2O > or = 100 keV/micrometer). At high LETs, short-range inelastic secondary particles produced by trapped proton interactions with the nuclei of the detector were found to be the principal contributor to LET spectra. At lower LETs, the spectra appeared to be due to short-range, inelastic and stopping primary protons, with primary GCR particles making a smaller contribution. The dependence of LET spectra on detector orientation and shielding was studied using the four orthogonal stacks in the P0006 experiment. Both measurements of total track density and LET spectra showed a greater number of particles arriving from the direction of space than from Earth. Measurements of LET spectra in CR-39 PNTD on the east (leading) and west (trailing) sides of LDEF showed a higher rate of production at the west side. This was caused by a larger flux of trapped protons on the west side as predicted by the east/west trapped proton anisotropy in the South Atlantic Anomaly (SAA). Track density measured in CR-39 PNTDs increased as a function of shielding depth in the detector stack. A similar measurement made in a thick stack of CR-39 interspersed with layers of Al and exposed to 154 MeV protons at a ground-based accelerator showed a similar result, indicating that a significant fraction of the particle events counted were from secondaries and that the total cross-section for production of proton-induced secondaries increased as the energy of primary protons attenuated. Little change was seen in either total differential or integral LET spectra as a function of shielding depth, indicating that the increase in cross section with decreasing proton energy affected mostly the shorter range secondary components. Similarity in the slopes of LET spectra from ground-based proton exposures and the A00l5 LET spectra showed that modeling of a monoenergetic proton beam transported through a 1-D geometry was a useful first step in modeling the production of secondary particles by trapped protons in the SAA.
A tissue-equivalent proportional counter (TEPC) sensitive to the lineal energy range of 0.26-300 keV micrometer-1 was flown on STS-40 (39 degrees x 278 km x 296 km) inside the Spacelab. This instrument was previously flown on STS-31 but was modified to provide a finer resolution at lower lineal energies to better map the South Atlantic Anomaly (SAA) protons. The instrument was turned on 6 June 1991, and operated for 7470 min (124.5 h). The flight duration was characterized by a very large number of X-ray solar flares and enhanced magnetic field fluctuations; however, no significant dose from the solar particles was measured at the location of this instrument. The flight data can be separated into trapped and galactic cosmic radiation parts. The dose rate, dose-equivalent rate and quality factor for trapped radiation were 4.21 +/- 0.03 mrad day-1, 7.72 +/- 0.05 mrem day-1, and 1.83 +/- 0.1, respectively. The dose rate, dose-equivalent rate, and quality factor for galactic cosmic radiation were 5.34 +/- 0.03 mrad day-1, 14.63 +/- 0.06 mrem day-1, and 2.74 +/- 0.1, respectively. The overall quality factor for the flight was 2.38. The dose from the GCR is higher than from SAA protons because of the high inclination and low altitude of this flight. The AP8MAX model of the trapped radiation gives a dose rate of 2.43 mrad day-1 and a quality factor of 1.77. The CREME solar maximum model of galactic cosmic radiation gives a dose rate of 2.54 mrad day-1 and a quality factor of 2.91. Thus the AP8MAX model underestimates the dose by a factor of 1.8 whereas the CREME model leads to an underestimation of the dose by a factor of 2. A comparison of the LET spectra using the AP8MAX model and galactic cosmic radiation transport codes shows only a qualitative agreement.
The CALIPSO (Cloud-Aerosol Lidar and Infrared Pathfinder Satellite Observations) mission is a comprehensive suite of active and passive sensors including a 20Hz 230mj Nd:YAG lidar, a visible wavelength Earth-looking camera and an imaging infrared radiometer. CALIPSO flies in formation with the Earth Observing System Post-Meridian (EOS PM) train, provides continuous, near-simultaneous measurements and is a planned 3 year mission. CALIPSO was launched into a 98 degree sun synchronous Earth orbit in April of 2006 to study clouds and aerosols and acquires over 5 gigabytes of data every 24 hours. The ground track of one CALIPSO orbit as well as high and low intensity South Atlantic Anomaly outlines is shown. CALIPSO passes through the SAA several times each day. Spaced based remote sensing systems that include multiple instruments and/or instruments such as lidar generate large volumes of data and require robust real-time hardware and software mechanisms and high throughput processors. Due to onboard storage restrictions and telemetry downlink limitations these systems must pre-process and reduce the data before sending it to the ground. This onboard processing and realtime requirement load may mean that newer more powerful processors are needed even though acceptable radiation-hardened versions have not yet been released. CALIPSO's single board computer payload controller processor is actually a set of four (4) voting non-radiation hardened COTS Power PC 603r's built on a single width VME card by General Dynamics Advanced Information Systems (GDAIS). Significant radiation concerns for CALIPSO and other Low Earth Orbit (LEO) satellites include the South Atlantic Anomaly (SAA), the north and south poles and strong solar events. Over much of South America and extending into the South Atlantic Ocean the Van Allen radiation belts dip to just 200-800km and spacecraft entering this area are subjected to high energy protons and experience higher than normal Single Event Upset (SEU) and Single Event Latch-up (SEL) rates. Although less significant, spacecraft flying in the area around the poles experience similar upsets. Finally, powerful solar proton events in the range of 10MeV/10pfu to 100MeV/1pfu as are forecasted and tracked by NOAA's Space Environment Center in Colorado can result in Single Event Upset (SEU), Single Event Latch-up (SEL) and permanent failures such as Single Event Gate Rupture (SEGR) in some technologies. (Galactic Cosmic Rays (GCRs) are another source, especially for gate rupture) CALIPSO mitigates common radiation concerns in its data handling through the use of redundant processors, radiation-hardened Application Specific Integrated Circuits (ASIC), hardware-based Error Detection and Correction (EDAC), processor and memory scrubbing, redundant boot code and mirrored files. After presenting a system overview this paper will expand on each of these strategies. Where applicable, related on-orbit data collected since the CALIPSO initial boot on May 4, 2006 will be noted.
In August 2006, NASA awarded Space Act Agreements (SAAs) for Commercial Orbital Transportation Services (COTS) under the Commercial Crew and Cargo Project Office at Johnson Space Center. One of the goals of the SAAs is to facilitate U.S. private industry demonstration of cargo transportation capabilities, ultimately achieving reliable, cost effective access to low-Earth orbit (LEO). Each COTS provider is required to complete International Space Stations (ISS) Integration activities, which includes meeting the physical and functional interfaces and interface requirements between the ISS and COTS vehicles. These requirements focus on the areas of risk to the ISS during rendezvous and proximity operations, as well as the integration operations while the COTS vehicle is berthed to the ISS. On December 23, 2008, NASA awarded Commercial Resupply Service (CRS) contracts to provide resupply services to the ISS, following the Shuttle retirement. In addition to performing any ISS Integration activities, NASA will be performing independent assessments of the launch vehicle and orbital vehicle to evaluate the readiness of the contractor to deliver NASA cargo safely to the ISS. This paper will address the activities NASA Centers, both JSC and KSC, in the oversight and insight function over commercial visiting vehicles to the ISS.
Anodized aluminum components can be treated to make them sufficiently electrically conductive to suppress discharges of static electricity. The treatment was conceived as a means of preventing static electric discharges on exterior satin-anodized aluminum (SAA) surfaces of spacecraft without adversely affecting the thermal-control/optical properties of the SAA and without need to apply electrically conductive paints, which eventually peel off in the harsh environment of outer space. The treatment can also be used to impart electrical conductivity to anodized housings of computers, medical electronic instruments, telephoneexchange equipment, and other terrestrial electronic equipment vulnerable to electrostatic discharge. The electrical resistivity of a typical anodized aluminum surface layer lies between 10(exp 11) and 10(exp 13) Omega-cm. To suppress electrostatic discharge, it is necessary to reduce the electrical resistivity significantly - preferably to < or = 10(exp 9) Omega-cm. The present treatment does this. The treatment is a direct electrodeposition process in which the outer anodized surface becomes covered and the pores in the surface filled with a transparent, electrically conductive metal oxide nanocomposite. Filling the pores with the nanocomposite reduces the transverse electrical resistivity and, in the original intended outer-space application, the exterior covering portion of the nanocomposite would afford the requisite electrical contact with the outer-space plasma. The electrical resistivity of the nanocomposite can be tailored to a value between 10(exp 7) and 10(exp 12) Omega-cm. Unlike electrically conductive paint, the nanocomposite becomes an integral part of the anodized aluminum substrate, without need for adhesive bonding material and without risk of subsequent peeling. The electrodeposition process is compatible with commercial anodizing production lines. At present, the electronics industry uses expensive, exotic, electrostaticdischarge- suppressing finishes: examples include silver impregnated anodized, black electroless nickel, black chrome, and black copper. In comparison with these competing finishes, the present nanocomposite finishes are expected to cost 50 to 20 percent less and to last longer.
Space Act Agreements (SAAs) are contractual agreements that NASA utilizes to form partnerships with researchers, industry, and academia to stimulate cutting-edge innovation within the science and technology communities. center dot This study assessed the current SAA development and activation process at Marshall Space Flight Center (MSFC) to determine if improvements could be implemented to increase productivity, decrease time to activation, and improve the quality of deliverables.
Realization of the expected proliferation of Unmanned Aircraft System (UAS) operations in the National Airspace System (NAS) depends on the development and validation of standards for UAS Detect and Avoid (DAA) Systems. The RTCA Special Committee 228 is charged with leading the development of draft Minimum Operational Performance Standards (MOPS) for UAS DAA Systems. NASA, as a participating member of RTCA SC-228 is committed to supporting the development and validation of draft requirements for DAA alerting and guidance systems. This presentation contains the results of two combinatorial encounter analysis studies using NASA's SAA Control fast-time simulation capability for this purpose. In these studies, encounters between two aircraft were simulated one at a time for the full factorial combination of encounter geometries (e.g., encounter angle, CPA offset) and aircraft performance (e.g., ownership and intruder ground speeds and vertical rates). The first study analyzes the relationships (e.g., timeline) between the different alerting-safety regions in the SC-228 MOPS (in order of increasing severity): 1) DAA warning alert, 2) well clear recovery (WCR) guidance, 3) DAA-Collision Avoidance (CA), and 4) TCAS RA. This study will focus primarily on encounter situations in which TCAS RA occurs prior to any of the other alerting-safety boundaries. In particular, this study will investigate whether using vertical distance or vertical distance at closest point of approach (i.e., vertical miss distance or VMD) is more appropriate for the definition of the DAA-CA region. In addition, cases where transitions between different regions skip an intermediate region will be analyzed. The second study in this presentation explores a proposal to use an altitude rate error threshold to determine if vertical maneuvers are acceptable for DAA WCR guidance against non-cooperative intruders. This study incorporates the radar from the Honeywell sensor model and examines a series of pairwise encounters between a non-cooperative intruder and a UAS ownship, with different combinations of intruder states and ownship performance levels. The study uses SAA Control as a simulation platform and pilot model, and Omnibands to provide DWC recovery guidance. Two simulation sets, one that allows vertical DWC recovery guidance and one that does not, are compared to determine if encounters with altitude rate errors above 250 feet-per-minute are more likely to have more severe losses of well clear, as determined by the Loss of Well-Clear Severity metric.
The Lunar Cargo Transportation and Landing by Soft Touchdown (Lunar CATALYST) program is establishing multiple no-funds-exchanged Space Act Agreement (SAA) partnerships with U.S. private sector entities. The purpose of this program is to encourage the development of robotic lunar landers that can be integrated with U.S. commercial launch capabilities to deliver payloads to the lunar surface. NASA can share technology and expertise under the SAA for the benefit of the CATALYST partners. MSFC seeking to vacuum test Augmented Spark Impinging (ASI) igniter with methane and new exciter units to support CATALYST partners and NASA programs. ASI has previously been used/tested successfully at sea-level, with both O2/CH4 and O2/H2 propellants. Conventional ignition exciter systems historically experienced corona discharge issues in vacuum. Often utilized purging or atmospheric sealing on high voltage lead to remedy. Compact systems developed since PCAD could eliminate the high-voltage lead and directly couple the exciter to the spark igniter. MSFC developed Augmented Spark Impinging (ASI) igniter. Successfully used in several sea-level test programs. Plasma-assisted design. Portion of ox flow is used to generate hot plasma. Impinging flows downstream of plasma. Additional fuel flow down torch tube sleeve for cooling near stoichiometric torch flame. Testing done at NASA GRC Altitude Combustion Stand (ACS) facility 2000-lbf class facility with altitude simulation up to around 100,000 ft. (0.2 psia [10 Torr]) via nitrogen driven ejectors. Propellant conditioning systems can provide temperature control of LOX/CH4 up to test article.
The ability for small Unmanned Aircraft Systems (sUAS) to safely operate beyond line of sight is of great interest to consumers, businesses, and scientific research. In this work, we investigate Sense and Avoid (SAA) algorithms for sUAS encounters using three 4k cameras for separation distances between 200m and 2000m. Video is recorded of different sUAS platforms designed to appear similar to expected air traffic, under varying weather conditions and flight encounter scenarios. University partners and NASA both developed SAA methods presented in this report.
Sense-and-avoid (SAA) is a critical research topic for enabling the operation of Unmanned Aircraft Systems (UAS) in civilian airspace. SAA involves two planning related problems: 1) plan-recognition to predict the future trajectory of nearby aircraft, and 2) path planning to avoid conflicts with nearby aircraft that pose a threat. We have designed and built components of a novel intelligent sense-and-avoid (iSAA) reasoning framework that takes into account information about aircraft type, transponder code, communications, local routes, airports, airspace, terrain, and weather to more accurately predict near- and medium-term trajectories of nearby aircraft. By using this additional information both the on-board control software and the ground-based UAS operator can make more informed, intelligent decisions to effectively predict and avoid conflicts and maintain separation. While this capability benefits all categories of UASs operating under both Instrument Flight Rules (IFR) and Visual Flight Rules (VFR), it is absolutely essential for allowing smaller UASs to operate VFR at low altitude in uncontrolled airspace for operations such as survey work, wildlife tracking, aerial photography, utilities inspection, crop dusting, and package delivery.
The National Aeronautics and Space Administration’s Unmanned Aircraft System (UAS) Traffic Management (UTM) project is researching prototype technologies needed to ensure safe integration of UAS operations into the National Airspace System (NAS). Within the UTM Concept of Operations, UAS would be equipped with on-board Sense and Avoid (SAA) technology to continually monitor for manned and unmanned aircraft in its vicinity while operating beyond visual line of sight in uncontrolled airspace. To support this effort, a candidate commercially available 24.5 GHz Doppler radar was selected and evaluated to determine if the technology could reliably support minimum requirements for SAA applications of small UAS (sUAS). Indoor ground tests were conducted inside the NASA Langley Research Center’s Experimental Test Range (ETR) from a stationary platform to evaluate the Doppler radar performance characteristics and gain operational proficiency before the radar was authorized to transmit outdoors. A high speed linear rail system was developed for the radar evaluation and was shown to be an effective method to generate Doppler radar targets of known radar cross section. The accuracy of the range and velocity reported by the radar was shown to be dependent on the Kalman filter state variance parameter settings. Antenna measurements were collected with the radar installed both on and off a sUAS to quantify the relative antenna gain, beam width and side lobe levels of the radar’s Metamaterial Electronically Scanning Array (MESA) antennas at boresight and extreme field of view pointing vectors. The relative antenna gain measured 2.6 dB lower at extreme field view angles compared to the boresight radiation pattern.
The Technology Capability Level-3 (TCL3) flight tests were conducted at six different test sites located across the USA from March to May of 2018. The campaign resulted in over 830 data collection flights using 28 different aircraft and involving 20 flight crews. Flights not only varied in duration, but also in the environments and terrains over which they flew. The TCL3 tests highlighted four different types of tests: three tests focused on Communication, Navigation and Surveillance (CNS); six tests focused on Sense and Avoid (SAA) technologies; six tests focused on USS Data and Information Exchange (DAT); and five tests focused on exploring fundamental Concepts of the project (CON). This document presents data collected during the TCL3 tests that informed the operator’s experiences—the quality of the unmanned aerial system (UAS) Service Supplier (USS) information that the operator was provided with, the usefulness of this information, and the usability of the automation, both while airborne and on the ground. It is intended to complement the reports written by the test sites and the quantitative reports and presentations of the UAS Traffic Management (UTM) project. With the goal of instructing what the minimum information requirements and/or best practices might be in TCL3 operations, the driving enquiry was: How do you get the information you need, when you need it, to successfully fly a UAS in UTM airspace? This enquiry touches on two requirements for displays, which are to provide adequate situation awareness (SA) and to share information through a USS. The six test sites participating in the TCL3 tests flew a subset of the 20 tests (outlined above), with most sites working on a subset of each of the four types: Communications, Navigation and Surveillance (CNS); DAT; CON; and Sense and Avoid (SAA). The, mainly qualitative, data addressed in this report was collected by the AOL (Airspace Operations Laboratory) both on-site and remotely for each test. The data consists of the contents of end-of-day debriefs, end-of-day surveys, observer notes, and flight test information, all submitted as part of the Data Management Plan (DMP).