Results for “safety testing” — Page 38

NASA NTRS1986

Long term effects of low doses of 56Fe ions on the brain and retina of the mouse: ultrastructural and behavioral studies

Eight month old male C57BL6 mice were exposed without anesthesia to whole-body irradiation in circular holders. The mice were tested for behavioral decrements after 0.5 and 50 rads of Fe particle irradiation at 6 and 12 months post irradiation to obtain long term results. A standard maze was used and the animals were timed for completion thereof. A string test also was administered to the mice, testing their ability to grasp and move along a string to safety. The results from animals exposed to 50 rads were significantly different from [correction of fron] control results to p = < .001 in both systems of testing. The hippocampus (believed to be the location of environmental interaction in the brain) and the retina were examined for ultrastructural changes. The ultrastructural changes were similar to those we found in our Cosmos 782, 936 and in our Argon experiments. The mouse data indicate that iron particles were able to induce long term changes in the central nervous system which lead to behavioral impairment.

NASA Program Space Medicine↗

NASA NTRS2022

Moon to Mars (M2M) Habitation Considerations: A Snap Shot As of January 2022

The following NASA Technical Memorandum (TM) is intended to provide a snapshot in time of NASA’s current considerations (ground rules and assumptions, functional allocations, logistics) for habitation systems for the lunar surface (non-roving) and Mars transits. As NASA continues to refine the reference designs to meet the needs of an evolving architecture, it is expected that this information will also be updated as a result. Where appropriate, relevant publicly released documents will be referenced to provide further detail. NASA’s human lunar exploration plan under the Artemis program calls for achieving the goal of sending the first woman and first person of color to the surface of the Moon in the mid- 2020s and working toward sustainable exploration by the end of the decade. Working with both commercial and international partners, NASA will establish a permanent human presence on the Moon to uncover new scientific discoveries and lay the foundation for private companies to build a lunar economy. Longer duration missions on the lunar surface and in lunar orbit will also serve as a test bed for technologies to support future Mars exploration campaigns. The agency will use what we learn on the Moon to prepare for humanity's next giant leap – sending astronauts to Mars. NASA intends to establish a sustained lunar presence with the development of the Artemis Base Camp to prove technologies and capabilities that will one day enable humans to live and work on Mars, beginning with core elements including the Lunar Terrain Vehicle (LTV), the Pressurized Rover (PR), the lunar Surface Habitat (SH), power systems, and in-situ resource utilization (ISRU) systems. For in space operations and eventual transport of humans to Mars, NASA will utilize a Mars Transit Habitat (TH). Following deployment, the TH will complete a series of longer duration missions and shakedown testing while docked at Gateway, leveraging Gateway’s habitation redundancy for safety measures. Proposed Gateway-TH missions will far exceed the longest duration cislunar human missions to date. They will be the first operational readiness tests of our long-duration deep space systems, and of the split crew (two crew on the surface, two crew in space) operations that are vital to the approach for the first human Mars mission. Both the SH and TH are major architectural elements of NASA’s Moon to Mars (M2M) approach, each with very different concepts of operation. The SH is intended for use on the lunar surface as a home for astronauts, surface operations base, science facility, hub for communications, extravehicular activity (EVA) equipment repair site, waste processing facility, and supply hub. It serves as an enabler for a sustained surface presence and preparation for partial gravity operations during Mars missions. The SH will be designed to be self-sufficient for operations on the lunar surface. The SH will independently provide several functions, including its own power generation, energy storage capability, sleep quarters, hygiene areas, work areas, and dining areas. It will be capable of communicating with surface assets, orbital assets, and directly with Earth ground stations. It is planned to operate with two crew in the habitat for ~28- day stays with crew swap-outs in which the PR crew of two trades places with the habitat crew. During the swap-out, the habitat will nominally support four crew for a short period of time. For contingency scenarios, the habitat must also be capable of supporting four crew for up to 7 days. The TH will be designed to be capable of up to ~1,200-day Mars missions with the ability to carry all food and supplies needed to support a crew of four for this duration. An assumed Mars mission profile for the TH is to carry crew and supplies for ~850-day roundtrips between Earth and Mars orbit that allows 30-day stays on the Martian surface. To test the systems for this long journey, the TH will be used to extend the duration of missions at Gateway, enabling the orbiting outpost to be used as a Mars analog. These analog missions will be accomplished by attaching the TH to Gateway and conducting lunar surface operations from the TH. The TH may also need to perform free-flying shakedown missions to test out all systems prior to leaving for Mars. The habitat provides many critical functions including: a contingency airlock, crew quarters, galley, hygiene areas, safe haven capability, and science equipment. It can receive docked items from either axial end or on a radial port.

Habitat↗

NASA NTRS2015

Dynamic Open-Rotor Composite Shield Impact Test Report

The Federal Aviation Administration (FAA) is working with the European Aviation Safety Agency to determine the certification base for proposed new engines that would not have a containment structure on large commercial aircraft. Equivalent safety to the current fleet is desired by the regulators, which means that loss of a single fan blade will not cause hazard to the aircraft. NASA Glenn and Naval Air Warfare Center (NAWC) China Lake collaborated with the FAA Aircraft Catastrophic Failure Prevention Program to design and test a shield that would protect the aircraft passengers and critical systems from a released blade that could impact the fuselage. This report documents the live-fire test from a full-scale rig at NAWC China Lake. NASA provided manpower and photogrammetry expertise to document the impact and damage to the shields. The test was successful: the blade was stopped from penetrating the shield, which validates the design analysis method and the parameters used in the analysis. Additional work is required to implement the shielding into the aircraft.

Shielding↗

NASA NTRS2021

Understanding Pilot Breathing – A Case Study in Systems Engineering

This position paper assesses the Pilot Breathing Assessment’s driving requirement to collect missing data on pilot breathing pressure, flow, rate, oxygen and CO2, simultaneously with aircraft data. Repeat measures data were collected over a 2-year period from 5 NASA test-pilots flying 8 flight profiles on NASA F-15 and F/A-18 (A, B) aircraft. This Pilot Breathing Assessment Systems Engineering (PiBASE) position paper serves as a case-study of systems engineering that accommodates the human as a distinct part of the whole. It acknowledges that a successful machine design intended for human use must include human systems biology/physiology as an integral part of planning, design, and implementation.

Pilot Breathing Assessment Systems Engineering↗

NASA NTRS2005

Lithium-Ion Batteries Being Evaluated for Low-Earth-Orbit Applications

The performance characteristics and long-term cycle life of aerospace lithium-ion (Li-ion) batteries in low-Earth-orbit applications are being investigated. A statistically designed test using Li-ion cells from various manufacturers began in September 2004 to study the effects of temperature, end-of-charge voltage, and depth-of-discharge operating conditions on the cycle life and performance of these cells. Performance degradation with cycling is being evaluated, and performance characteristics and failure modes are being modeled statistically. As technology improvements are incorporated into aerospace Li-ion cells, these new designs can be added to the test to evaluate the effect of the design changes on performance and life. Cells from Lithion and Saft have achieved over 2000 cycles under 10 different test condition combinations and are being evaluated. Cells from Mine Safety Appliances (MSA) and modules made up of commercial-off-the-shelf 18650 Li-ion cells connected in series/parallel combinations are scheduled to be added in the summer of 2005. The test conditions include temperatures of 10, 20, and 30 C, end-of-charge voltages of 3.85, 3.95, and 4.05 V, and depth-of-discharges from 20 to 40 percent. The low-Earth-orbit regime consists of a 55 min charge, at a constant-current rate that is 110 percent of the current required to fully recharge the cells in 55 min until the charge voltage limit is reached, and then at a constant voltage for the remaining charge time. Cells are discharged for 35 min at the current required for their particular depth-of-discharge condition. Cells are being evaluated in four-cell series strings with charge voltage limits being applied to individual cells by the use of charge-control units designed and produced at the NASA Glenn Research Center. These charge-control units clamp the individual cell voltages as each cell reaches its end-of-charge voltage limit, and they bypass the excess current from that cell, while allowing the full current flow to the remaining cells in the pack. The goal of this evaluation is to identify conditions and cell designs for Li-ion technology that can achieve more than 30,000 low-Earth-orbit cycles. Testing is being performed at the Naval Surface Warfare Center, Crane Division, in Crane, Indiana.

McKissock, Barbara I.↗

NASA NTRS2016

Wake-Induced Aerodynamics on a Trailing Aircraft

NASA conducted flight tests to measure the exhaust products from alternative fuels using a DC-8 transport aircraft and a Falcon business jet. An independent analysis of the maximum vortex-induced loads on the Falcon in the DC-8 wake was conducted for pre-flight safety analysis and to define safe trail distances for the flight tests. Static and dynamic vortex-induced aerodynamic loads on the Falcon were predicted at a matrix of locations aft of the DC-8 under flight-test conditions, and the maximum loads were compared with design limit loads to assess aircraft safety. Trajectory simulations for the Falcon during close encounters with the DC-8 wake were made to study the vortex-induced loads during traverses of the DC-8 primary trailing vortex. A parametric study of flight traverses through the trailing vortex was conducted to assess Falcon flight behavior and motion characteristics.

Mendenhall, Michael R.↗

NASA NTRS1977

Vehicle safety telemetry for automated highways

The emphasis in current, automatic vehicle testing and diagnosis is primarily centered on the proper operation of the engine. Lateral and longitudinal guidance technologies, including speed control and headway sensing for collision avoidance, are reviewed. The principal guidance technique remains the buried wire. Speed control and headway sensing, even though they show the same basic elements in braking and fuel systems, are proceeding independently. The applications of on-board electronic and microprocessor techniques were investigated; each application (emission control, spark advance, or anti-slip braking) is being treated as an independent problem is proposed. A unified bus system of distributed processors for accomplishing the various functions and testing required for vehicles equipped to use automated highways.

Hansen, G. R.↗

NASA NTRS1986

The use of flight test techniques in aircraft accident investigations

Wind shear is a serious safety hazard to commercial aviation. Low level wind shear (downburst) was the cause of the takeoff accident in New Orleans, July 9, 1982, and the landing accident in Dallas, Aug. 2, 1985. Shear layer instability is a common cause of clear air turbulence (CAT) at cruising altitudes. A number of encounters with severe CAT, in which passengers were injured, have recently occurred (Hannibal, MO, April 1981; Morton, WY, July 1982; etc.). Improved accident investigation techniques can lead to a better understanding of the nature of the wind environment associated with downbursts and CAT and to better detection and avoidance procedures. For the past several years, NASA-Ames has worked closely with the National Transportation Safety Board in the investigation of wind related accidents.

Parks, E. K.↗

NASA NTRS2004

Space-Based Telemetry and Range Safety (STARS) Study

This presentation will describe the design, development, and testing of a system to collect telemetry, format it into UDP/IP packets, and deliver it to a ground test range using standard IP technologies over a TDRSS link. This presentation will discuss the goal of the STARS IP Formatter along with the overall design. It will also present performance results of the current version of the IP formatter. Finally, it will discuss key issues for supporting constant rate telemetry data delivery when using standard components such as PCI/104 processors, the Linux operating system, Internet Protocols, and synchronous serial interfaces.

Hogie, Keith↗

NASA NTRS2020

A Summary of Airframe Results from a Fokker F28 Full-Scale Crash Test

On June 20, 2019, a full-scale crash test was conducted on a Fokker F28 MK1000 aircraft as a part of a joint NASA / Federal Aviation Administration (FAA) research effort to investigate the crashworthiness characteristics of a Transport Category Aircraft (TCA), as defined by 14 Code of Federal Regulations, Part 25. The test was conducted at NASA Langley Research Center’s Landing and Impact Research Facility and was the third in a test series to further understand TCA crashworthiness characteristics. The test article featured 24 Anthropomorphic Test Devices (ATDs, a.k.a. crash test dummies), and over 700 channels of instrumentation covering major aircraft structures such as the wings, tail, nose, cockpit and cabin, along with recording seat, overhead bin and ATD accelerations. Five different U.S. Government agencies collaborated on the test including: NASA, the FAA, the U.S. Army Research Laboratory, the National Transportation Safety Board (NTSB) and the National Highway Traffic Safety Administration (NHTSA). This report will covertest article build up, which includes weight and balance measurements and pre-test laser scans. It will also cover the events of the test, which includes the test sequence of events and post-test damage inspections. Finally, it will show airframe level accelerations at all positions measured, with discussion on correlation to the airframe damage witnessed. The test build up consisted of outfitting the main cabin section of the aircraft with 24 ATDs seated in 12 rows of seats, overhead mass and the under floor cargo area with foam representing the luggage. The main cabin also included all of the onboard data system pallets, which recorded711 channels of data from the test. All major portions of the aircraft were instrumented, including locations at the floor / frame junction locations in the cabin where the ATDs were located along with other major exterior components such as the nose, the tail, each engine cowling, and at overhead hat rack ballast locations. The aircraft impacted a soil surface at65.3 ft/s horizontal and 31.8 ft/s vertical velocities. The aircraft plowed through the soil and slid a distance of 32.5 feet from the initial impact location. There was a secondary impact occurring 0.9 s due to the “slap down” of the nose during the post-impact response. The duration of the event from impact to rest was1.62 seconds. There was major structural damage in the lower fuselage areas around the Wingbox and Aft Fuselage sections. The Aft Fuselage section deformation caused some cabin intrusion from the keel beams pushing the aft cabin floor into the cabin. Other structural deformations occurred around the tail and at transition regions in the aircraft structure; mainly in locations of differing overall stiffness. The data obtained showed average vertical accelerations between 12 and 16 g with spikes reaching almost 40 g at certain floor locations. Average horizontal accelerations were approximately 10 g for all floor locations measured with spikes reaching approximately 25 g in some locations. The report includes a full set of results on aircraft deformation and accelerations along with discussions as to the effect on the aircraft structure.

Justin D Littell↗

NASA NTRS2009

Ground Vibration Test of the Aerostructure Test Wing 2

The Aerostructures Test Wing (ATW) was developed to test unique concepts for flutter prediction and control synthesis. A follow-on to the successful ATW, denoted ATW2, was fabricated as a test bed to validate a variety of instrumentation in flight and to collect data for development of advanced signal processing algorithms for flutter prediction and aviation safety. As a means to estimate flutter speed, a ground vibration test (GVT) was performed. The results of a GVT are typically utilized to update structural dynamics finite element (FE) models used for flutter analysis. In this study, two GVT methodologies were explored to determine which nodes provide the best sensor locations: (i) effective independence and (ii) kinetic energy sorting algorithms. For measurement, ten and twenty sensors were used for three and 10 target test modes. A total of six accelerometer configurations measured frequencies and mode shapes. This included locations used in the original ATW GVT. Moreover, an optical measurement system was used to acquire data without mass effects added by conventional sensors. A considerable frequency shift was observed in comparing the data from the accelerometers to the optical data. The optical data provided robust data for use of the ATW2 finite element model update.

Herrera, Claudia↗

NASA NTRS2006

In-Flight Validation of a Pilot Rating Scale for Evaluating Failure Transients in Electronic Flight Control Systems

Engineering development and qualification of a Research Flight Control System (RFCS) for the Rotorcraft Aircrew Systems Concepts Airborne Laboratory (RASCAL) JUH-60A has motivated the development of a pilot rating scale for evaluating failure transients in fly-by-wire flight control systems. The RASCAL RFCS includes a highly-reliable, dual-channel Servo Control Unit (SCU) to command and monitor the performance of the fly-by-wire actuators and protect against the effects of erroneous commands from the flexible, but single-thread Flight Control Computer. During the design phase of the RFCS, two piloted simulations were conducted on the Ames Research Center Vertical Motion Simulator (VMS) to help define the required performance characteristics of the safety monitoring algorithms in the SCU. Simulated failures, including hard-over and slow-over commands, were injected into the command path, and the aircraft response and safety monitor performance were evaluated. A subjective Failure/Recovery Rating (F/RR) scale was developed as a means of quantifying the effects of the injected failures on the aircraft state and the degree of pilot effort required to safely recover the aircraft. A brief evaluation of the rating scale was also conducted on the Army/NASA CH-47B variable stability helicopter to confirm that the rating scale was likely to be equally applicable to in-flight evaluations. Following the initial research flight qualification of the RFCS in 2002, a flight test effort was begun to validate the performance of the safety monitors and to validate their design for the safe conduct of research flight testing. Simulated failures were injected into the SCU, and the F/RR scale was applied to assess the results. The results validate the performance of the monitors, and indicate that the Failure/Recovery Rating scale is a very useful tool for evaluating failure transients in fly-by-wire flight control systems.

Kalinowski, Kevin F.↗

NASA NTRS2008

A Flight Control System Architecture for the NASA AirSTAR Flight Test Infrastructure

A flight control system architecture for the NASA AirSTAR infrastructure has been designed to address the challenges associated with safe and efficient flight testing of research control laws in adverse flight conditions. The AirSTAR flight control system provides a flexible framework that enables NASA Aviation Safety Program research objectives, and includes the ability to rapidly integrate and test research control laws, emulate component or sensor failures, inject automated control surface perturbations, and provide a baseline control law for comparison to research control laws and to increase operational efficiency. The current baseline control law uses an angle of attack command augmentation system for the pitch axis and simple stability augmentation for the roll and yaw axes.

Murch, Austin M.↗

NASA NTRSDate not supplied

Overview of the Integrated Adaptive Wing Technology Maturation Wind-Tunnel Test Objectives

The Integrated Adaptive Wing Technology Maturation wind-tunnel test is the culmination of a cooperative effort between NASA and Boeing to develop control techniques that can improve the performance and safety of higher aspect ratio flexible transport aircraft. The wind-tunnel test article, to be tested at the NASA Langley Research Center Transonic Dynamics Tunnel, is a semispan model of a modern transport configuration based on the NASA Common Research Model with an aspect ratio 13.5 wing. Multiobjective control laws have been developed targeting drag optimization, maneuver load alleviation, gust load alleviation, and active flutter suppression. In this paper, the integrated model design, active control system, and sensor suite will be presented, and pretest modeling and characterization activities will be described. A summary of the planned wind-tunnel test entries will provide an overview of the experimental approach and expected outcomes.

wind-tunnel↗

NASA NTRSDate not supplied

Overview of the Integrated Adaptive Wing Technology Maturation Wind-Tunnel Test Objectives

The Integrated Adaptive Wing Technology Maturation wind-tunnel test is the culmination of a cooperative effort between NASA and Boeing to develop control techniques that can improve the performance and safety of higher aspect ratio flexible transport aircraft. The wind-tunnel test article, to be tested at the NASA Langley Research Center Transonic Dynamics Tunnel, is a semispan model of a modern transport configuration with an aspect ratio 13.5 wing based on the NASA Common Research Model. Multiobjective control laws have been developed targeting drag optimization, maneuver load alleviation, gust load alleviation, and modal suppression. In this paper, the integrated model design, active control system, and sensor suite will be presented, and pretest modeling and characterization activities will be described. A summary of the planned wind-tunnel test entries will provide an overview of the experimental approach and expected outcomes.

wind-tunnel↗

NASA NTRSDate not supplied

ISS External Microorganisms: Collecting Planetary Protection Samples During Extravehicular Activity

Introduction: We have designed1, built, and tested a sampling kit (Fig. 1) to aseptically collect microbiological samples from exterior surfaces on the ISS (International Space Station). The kit was flown to ISS as part of the NG-19 commercial cargo mission in August of 2023. Astronauts will use the kit to collect samples from six exterior surfaces on ISS. These samples will be frozen at -80°C after collection and returned to the ground for next generation DNA sequencing. The results of this experiment will help inform planetary protection requirements for crewed missions. We hypothesize that there are detectable microbial communities outside ISS and that these communities originate from inside ISS. Current life support systems do not include any components for reducing microbial leakage. Gases are vented from inside ISS without filtration and there are currently no protocols in place to minimize bioburden on space suit exteriors prior to use. It is important to quantify the bioburden on current vehicles so that achievable limits can be set for crewed missions to astrobiologically relevant locations like Mars. Figure 1: The sampling kit contains eight swab canisters in total (six on the top and two on the bottom). A resuable end effector (1) is used to remove and reinstall the swabs. The kit also contains a handrail (2), tether loop (3), and, bayonet probes(4) to allow easy manipulation during EVA. Methods: We have designed a kit to carry 8 commercially available foam swabs into and out of vacuum without compromising the swabs’ sterility. The specially designed swab canisters contain a 0.2 µm Teflon filter that allows the canister to accommodate pressure changes without introducing unwanted contaminants. The kit meets existing EVA (Extravehicular Activity) safety requirements and has been used by human test subjects in the neutral buoyance lab and at vacuum in test chambers at the Johnson Space Center. In the early part of 2024, astronauts will use this sampling kit to swab six surfaces on the exterior of ISS. We will collect samples from: the airlock vestibule, the interior surface of the airlock thermal cover, an exterior handrail, a vent connected to the CO2 removal system, and a vent connected to the payload vacuum system inside ISS. Approximately 300 cm2 will be swabbed at each location. A seventh swab will be exposed to the vacuum of space without touching any surfaces as a blank. The eighth swab will remain sealed as a process control. After the EVA the swab kit will be frozen at -80°C and returned to earth at the earliest possible opportunity. The samples will remain frozen until they are thawed for next generation DNA sequencing on earth. We will use amplicon sequencing to identify any bacteria, archaea or fungi present in the samples. If there is enough DNA present, we will use shotgun metagenomic sequencing to further characterize the microbial ecology outside ISS. Preliminary Results: Results from ground-based testing demonstrate that the swab kit is capable of cycling in and out of vacuum without contaminating the swabs. Test subjects, wearing flight-like EVA gloves could remove swabs from the canister and sample discrete locations without inadvertently touching any other surfaces. Several types of bacteria and fungi were collected during these ground tests and survived up to 6 hours at vacuum. This includes non-spore forming bacterial like Staphyloccus capitis that are not traditionally considered extremophiles. Shotgun metagenomic sequencing of the ground-test samples revealed bacteria associated with human skin and airways on the exterior of space suits used during these tests 2 In addition to these results we will present preliminary results from our space-flight samples. We will also present lessons learned from attempting to collect microbiological samples during an EVA and describe how our results will affect planetary protection requirements for future crewed missions.

Aaron B. Regberg↗

NASA NTRSDate not supplied

ISS External Microorganisms: Collecting Planetary Protection Samples During Extravehicular Activity

Introduction: We have designed1, built, and tested a sampling kit (Fig. 1) to aseptically collect microbiological samples from exterior surfaces on the ISS (International Space Station). The kit was flown to ISS as part of the NG-19 commercial cargo mission in August of 2023. Astronauts will use the kit to collect samples from six exterior surfaces on ISS. These samples will be frozen at -80°C after collection and returned to the ground for next generation DNA sequencing. The results of this experiment will help inform planetary protection requirements for crewed missions. We hypothesize that there are detectable microbial communities outside ISS and that these communities originate from inside ISS. Current life support systems do not include any components for reducing microbial leakage. Gases are vented from inside ISS without filtration and there are currently no protocols in place to minimize bioburden on space suit exteriors prior to use. It is important to quantify the bioburden on current vehicles so that achievable limits can be set for crewed missions to astrobiologically relevant locations like Mars. Figure 1: The sampling kit contains eight swab canisters in total (six on the top and two on the bottom). A resuable end effector (1) is used to remove and reinstall the swabs. The kit also contains a handrail (2), tether loop (3), and, bayonet probes(4) to allow easy manipulation during EVA. Methods: We have designed a kit to carry 8 commercially available foam swabs into and out of vacuum without compromising the swabs’ sterility. The specially designed swab canisters contain a 0.2 µm Teflon filter that allows the canister to accommodate pressure changes without introducing unwanted contaminants. The kit meets existing EVA (Extravehicular Activity) safety requirements and has been used by human test subjects in the neutral buoyance lab and at vacuum in test chambers at the Johnson Space Center. In the early part of 2024, astronauts will use this sampling kit to swab six surfaces on the exterior of ISS. We will collect samples from: the airlock vestibule, the interior surface of the airlock thermal cover, an exterior handrail, a vent connected to the CO2 removal system, and a vent connected to the payload vacuum system inside ISS. Approximately 300 cm2 will be swabbed at each location. A seventh swab will be exposed to the vacuum of space without touching any surfaces as a blank. The eighth swab will remain sealed as a process control. After the EVA the swab kit will be frozen at -80°C and returned to earth at the earliest possible opportunity. The samples will remain frozen until they are thawed for next generation DNA sequencing on earth. We will use amplicon sequencing to identify any bacteria, archaea or fungi present in the samples. If there is enough DNA present, we will use shotgun metagenomic sequencing to further characterize the microbial ecology outside ISS. Preliminary Results: Results from ground-based testing demonstrate that the swab kit is capable of cycling in and out of vacuum without contaminating the swabs. Test subjects, wearing flight-like EVA gloves could remove swabs from the canister and sample discrete locations without inadvertently touching any other surfaces. Several types of bacteria and fungi were collected during these ground tests and survived up to 6 hours at vacuum. This includes non-spore forming bacterial like Staphyloccus capitis that are not traditionally considered extremophiles. Shotgun metagenomic sequencing of the ground-test samples revealed bacteria associated with human skin and airways on the exterior of space suits used during these tests 2 In addition to these results we will present preliminary results from our space-flight samples. We will also present lessons learned from attempting to collect microbiological samples during an EVA and describe how our results will affect planetary protection requirements for future crewed missions.

Aaron B. Regberg↗

NASA NTRS2004

Formal Verification of a Conflict Resolution and Recovery Algorithm

New air traffic management concepts distribute the duty of traffic separation among system participants. As a consequence, these concepts have a greater dependency and rely heavily on on-board software and hardware systems. One example of a new on-board capability in a distributed air traffic management system is air traffic conflict detection and resolution (CD&R). Traditional methods for safety assessment such as human-in-the-loop simulations, testing, and flight experiments may not be sufficient for this highly distributed system as the set of possible scenarios is too large to have a reasonable coverage. This paper proposes a new method for the safety assessment of avionics systems that makes use of formal methods to drive the development of critical systems. As a case study of this approach, the mechanical veri.cation of an algorithm for air traffic conflict resolution and recovery called RR3D is presented. The RR3D algorithm uses a geometric optimization technique to provide a choice of resolution and recovery maneuvers. If the aircraft adheres to these maneuvers, they will bring the aircraft out of conflict and the aircraft will follow a conflict-free path to its original destination. Veri.cation of RR3D is carried out using the Prototype Verification System (PVS).

Maddalon, Jeffrey↗