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All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

Overview of Crew Operations for Transit to Mars

Crewed Mars missions are estimated to be 700-1,200 days in length which is two to three times longer than any continuous human spaceflight mission to date. When architecting a Mars mission there are numerous resources that must be considered, evaluated, and planned for, including—but not limited to—mass, cost, performance, and risk. Crew time is a limited resource that will need to be appropriately allocated during future Mars missions. NASA’s “Moon to Mars Objectives” specifically recognizes as Recurring Tenets the need to return crews safely to Earth while mitigating adverse impacts to crew health and maximizing crew time available for science and engineering activities within planned mission durations. Crew operations and the crew time allocation for a Mars missions will likely be different than current operational planning aboard the ISS due to communication delays, crew health and performance needs, transportation system needs, potential vehicle dormancy, and mass ejection. Crew will need to operate much more Earth independently and potentially be responsible for more operations since traditional Earth ground support will be delayed. Incidents requiring immediate crew action will therefore either be the responsibility of the crew or an automated feature of the transit vehicle. This paper discusses the operational challenges of a Mars transit mission and the associated activities that will need to take place during each operational phase of transit to and from Mars.

Crew Time↗
NASA NTRS2005

NASA Project Constellation Systems Engineering Approach

NASA's Office of Exploration Systems (OExS) is organized to empower the Vision for Space Exploration with transportation systems that result in achievable, affordable, and sustainable human and robotic journeys to the Moon, Mars, and beyond. In the process of delivering these capabilities, the systems engineering function is key to implementing policies, managing mission requirements, and ensuring technical integration and verification of hardware and support systems in a timely, cost-effective manner. The OExS Development Programs Division includes three main areas: (1) human and robotic technology, (2) Project Prometheus for nuclear propulsion development, and (3) Constellation Systems for space transportation systems development, including a Crew Exploration Vehicle (CEV). Constellation Systems include Earth-to-orbit, in-space, and surface transportation systems; maintenance and science instrumentation; and robotic investigators and assistants. In parallel with development of the CEV, robotic explorers will serve as trailblazers to reduce the risk and costs of future human operations on the Moon, as well as missions to other destinations, including Mars. Additional information is included in the original extended abstract.

Dumbacher, Daniel L.↗
NASA NTRS2015

Mars Hybrid Propulsion System Trajectory Analysis: Crew Missions - Part I

NASAs Human spaceflight Architecture team is developing a reusable hybrid transportation architecture in which both chemical and electric propulsion systems are used to send crew and cargo to Mars destinations such as Phobos, Deimos, the surface of Mars, and other orbits around Mars. By combining chemical and electrical propulsion into a single space- ship and applying each where it is more effective, the hybrid architecture enables a series of Mars trajectories that are more fuel-efficient than an all chemical architecture without significant increases in flight times. This paper provides the analysis of the interplanetary segments of the three Evolvable Mars Campaign crew missions to Mars using the hybrid transportation architecture. The trajectory analysis provides departure and arrival dates and propellant needs for the three crew missions that are used by the campaign analysis team for campaign build-up and logistics aggregation analysis. Sensitivity analyses were performed to investigate the impact of mass growth, departure window, and propulsion system performance on the hybrid transportation architecture. The results and system analysis from this paper contribute to analyses of the other human spaceflight architecture team tasks and feed into the definition of the Evolvable Mars Campaign.

Chai, Patrick R.↗
NASA NTRS1978

Shuttle crew station astronaut interfaces

The current shuttle orbiter configuration and its crew module and payload bay accomodations for work and off duty activities are described. The capability of the remote manipulator system and provisions to support extravehicular activities are examined with emphasis on flight crew activities for orbital flight tests and for early operational space transportation system flights. Facilities used to verify crew interfaces are also described.

Franklin, G. C.↗
NASA NTRS2014

Air Systems Provide Life Support to Miners

Through a Space Act Agreement with Johnson Space Center, Paragon Space Development Corporation, of Tucson, Arizona, developed the Commercial Crew Transport-Air Revitalization System, designed to provide clean air for crewmembers on short-duration space flights. The technology is now being used to help save miners' lives in the event of an underground disaster.

Source record↗
NASA NTRS2002

Space Ops 2002: Bringing Space Operations into the 21st Century. Track 3: Operations, Mission Planning and Control. 2nd Generation Reusable Launch Vehicle-Concepts for Flight Operations

With the successful implementation of the International Space Station (ISS), the National Aeronautics and Space Administration (NASA) enters a new era of opportunity for scientific research. The ISS provides a working laboratory in space, with tremendous capabilities for scientific research. Utilization of these capabilities requires a launch system capable of routinely transporting crew and logistics to/from the ISS, as well as supporting ISS assembly and maintenance tasks. The Space Shuttle serves as NASA's launch system for performing these functions. The Space Shuttle also serves as NASA's launch system for supporting other science and servicing missions that require a human presence in space. The Space Shuttle provides proof that reusable launch vehicles are technically and physically implementable. However, a couple of problems faced by NASA are the prohibitive cost of operating and maintaining the Space Shuttle and its relative inability to support high launch rates. The 2nd Generation Reusable Launch Vehicle (2nd Gen RLV) is NASA's solution to this problem. The 2nd Gen RLV will provide a robust launch system with increased safety, improved reliability and performance, and less cost. The improved performance and reduced costs of the 2nd Gen RLV will free up resources currently spent on launch services. These resource savings can then be applied to scientific research, which in turn can be supported by the higher launch rate capability of the 2nd Gen RLV. The result is a win - win situation for science and NASA. While meeting NASA's needs, the 2nd Gen RLV also provides the United States aerospace industry with a commercially viable launch capability. One of the keys to achieving the goals of the 2nd Gen RLV is to develop and implement new technologies and processes in the area of flight operations. NASA's experience in operating the Space Shuttle and the ISS has brought to light several areas where automation can be used to augment or eliminate functions performed by crew and ground controllers. This experience has also identified the need for new approaches to staffing and training for both crew and ground controllers. This paper provides a brief overview of the mission capabilities provided by the 2nd Gen RLV, a description of NASA's approach to developing the 2nd Gen RLV, a discussion of operations concepts, and a list of challenges to implementing those concepts.

Hagopian, Jeff↗
NASA NTRSDate not supplied

Vertical Translation System for the Common Habitat Architecture

The Common Habitat is a large, long-duration habitat that uses an SLS core stage Liquid Oxygen (LOX) tank as its primary structure. Measuring 8.4 meters in diameter and 15 meters in length, it is manufactured as a habitat and launched as such into space. It is intended for use on the Moon as part of a permanently occupied outpost, on Mars as part of an outpost that will be occupied for hundreds of days at a time, and in deep space as part of the Deep Space Exploration Vehicle where it will support crewed missions up to 1200 days in duration. A study of internal orientation and crew size resulted in a Common Habitat configuration sized for a crew of eight with a three-deck horizontal orientation. The Common Habitat Vertical Translation System provides a means for transporting crew and cargo between decks in a Common Habitat spacecraft in gravity levels varying from 0g to 1g. A crowdsourcing campaign was conducted through the GrabCAD platform to initially solicit ideas for restraints and mobility aids, including vertical translation. Four of the five top responses repeated ideas that would be incorporated into features of the Vertical Translation System. The first was a safety barrier (to prevent falls into the opening between decks) that could collapse to form a floor surface covering the opening when not in use. The second idea was a folding ladder that could be stowed in the ceiling when not in use. The third idea was an elevator platform that could traverse the ladder. Several key driving requirements were established for the Vertical Translation System: it may not penetrate into or through the lower deck; it must work on the Earth, Moon, Mars, and in microgravity; it must be easy to operate; it must enable translation of any item that can fit through the Common Habitat’s 40” x 60” hatches, inclusive of suited and unsuited crew with any degree of incapacitation and any equipment or cargo item; and it must include three component systems – deploying floor / safety barriers, a deployable ladder, and an elevator platform. Additional requirements were established for each of the component systems. The safety barriers must form a roughly 40-inch tall, complete wall enclosure on all four sides when deployed; it must include an easy to open gate that allows access to/from the ladder when deployed; and when retracted, the safety barrier must form a smooth, load-bearing floor that can be walked on, and wheeled objects can be rolled across in gravity, without being a trip hazard. The deployable ladder must be composed of multiple ladders that work together; it must stow in the ceiling when not in use; and it must not penetrate into the 40” x 60” vertical passage corridor. The elevator platform must work with the deployable ladder system; it must be able to bridge any gap in ladders between decks; it must stop at each deck flush with the deck surface; it must be capable of transporting an incapacitated crew member as a single rescuer operation; it must be capable of transporting a full-size subsystems pallet; it must function as an elevator for a crew member carrying large objects; it must have safety functions to prevent falls from the platform, or crew/cargo collisions with edges of hatch openings, or entanglement with ladder rungs/structure; it must stow when not in use; and it must autonomously both connect itself to the ladder and deploy itself to any deck where needed when called (e.g., a crew member on any deck can call for the platform and it must connect itself to the ladders without assistance and translate to the requestor’s deck). These requirements were developed into a system concept with the assistance of a NASA Pathways Intern who also added the requirement to size the design based on the use of commercial components, using existing motors and other mechanisms to ensure that the resulting system could be inexpensively produced. The Floor and Safety Barrier consists of four panels, two roughly 40 inches long and two roughly 60 inches long that can fold into the floor on top of each other when not in use. The uppermost panel is load bearing and acts as the floor surface. When deployed, they connect with each other to form a rigid barrier surrounding the vertical passageway. One of the panels contains a hinged gate that can be opened when deployed to allow for access to/from the passageway. The Deploying Ladder consists of two ladder segments, one mounted on the ceiling of the lower deck and the other mounted on the ceiling of the mid deck. A rotating mechanism is mounted on the ladder to allow it to rotate into a horizontal position against the ceiling for stowage, or down to a vertical position for use. A second rotating mechanism is built into the ladder, allowing the rungs to rotate. A toothed surface intended to work with the elevator platform covers the front of the ladder rails and the top and bottom of the rails are designed to be flush when aligned with another ladder segment. The elevator platform is essentially a motorized, self-propelled deck. It has a mechanism that holds it in contact with the ladder rails and drives itself against the toothed surface. This mechanism allows the elevator platform to ascend or descend the ladder. In order to stow the platform when not in use, a set of short ladder rails (without rungs) are mounted to the ceiling of the mid deck. When the mid deck ladder is stowed, it is flush with these rails and the platform can drive itself onto those short rails for stowage. An additional mechanism on the platform can pitch its deck surface 90 degrees, such that when the ladder is to be stowed, the platform can fold up against the ceiling. As a consequence of the ladder and elevator platform design, the opening between decks in the Common Habitat was enlarged to ensure that the elevator platform can accept a payload up to 40”x60” in dimension.

Human Centered Design↗
NASA NTRSDate not supplied

Artemis Innovative Assembly and Integration Operations of the Launch Abort Systemat KSC

This paper describes the Artemis program assembly and integration approach that enables affordable and low risk processing operations for the Launch Abort System at KSC. NASA is currently developing the Artemis 1 spacecraft to meet the test objectives of an uncrewed orbital mission to the moon and return to earth in 2021. The Artemis Orion spacecraft consists of a Crew Module (CM), a Service Module (SM), and a Launch Abort System (LAS) to safely transport a crew of 4 to the moon and return to earth. The LAS enables the CM to have an abort capability for the crew during the launch phase of the mission from the launch pad throughout the ascent phase. The LAS includes motor elements for abort, attitude control, and stage separation is assembled at the Launch Abort System Facility (LASF) adjacent to the CM/SM (CSM) assembly operations in the Neil Armstrong Operations and Checkout Building (O&C) at KSC. The LAS integration to the CSM is completed in the LASF and the completed Artemis spacecraft is integrated to the Space Launch System (SLS) in the Vehicle Assembly Building (VAB) at KSC. A significant LAS development flight test milestone was recently completed in 2019 for the Ascent Abort (AA-2) flight test at Cape Canaveral Air Force Station where a high-altitude abort test was successfully achieved using a Peacekeeper booster stage exercising all of the LAS systems including propulsion, avionics, and pyrotechnics demonstrating he LAS readiness for crewed flight. The first operational flight of the LAS will be for the Artemis 2 mission which is the first crewed mission for the Orion program planned in 2023.

William J Koenig↗
NASA NTRS2008

NASA Ares I Crew Launch Vehicle Upper Stage Overview

By incorporating rigorous engineering practices, innovative manufacturing processes and test techniques, a unique multi-center government/contractor partnership, and a clean-sheet design developed around the primary requirements for the International Space Station (ISS) and Lunar missions, the Upper Stage Element of NASA's Crew Launch Vehicle (CLV), the "Ares I," is a vital part of the Constellation Program's transportation system. Constellation's exploration missions will include Ares I and Ares V launch vehicles required to place crew and cargo in low-Earth orbit (LEO), crew and cargo transportation systems required for human space travel, and transportation systems and scientific equipment required for human exploration of the Moon and Mars. Early Ares I configurations will support ISS re-supply missions. A self-supporting cylindrical structure, the Ares I Upper Stage will be approximately 84' long and 18' in diameter. The Upper Stage Element is being designed for increased supportability and increased reliability to meet human-rating requirements imposed by NASA standards. The design also incorporates state-of-the-art materials, hardware, design, and integrated logistics planning, thus facilitating a supportable, reliable, and operable system. With NASA retiring the Space Shuttle fleet in 2010, the success of the Ares I Project is essential to America's continued leadership in space. The first Ares I test flight, called Ares 1-X, is scheduled for 2009. Subsequent test flights will continue thereafter, with the first crewed flight of the Crew Exploration Vehicle (CEV), "Orion," planned for no later than 2015. Crew transportation to the ISS will follow within the same decade, and the first Lunar excursion is scheduled for the 2020 timeframe.

Davis, Daniel J.↗
NASA NTRS2008

NASA Ares I Crew Launch Vehicle Upper Stage Overview

By incorporating rigorous engineering practices, innovative manufacturing processes and test techniques, a unique multi-center government/contractor partnership, and a clean-sheet design developed around the primary requirements for the International Space Station (ISS) and Lunar missions, the Upper Stage Element of NASA's Crew Launch Vehicle (CLV), the "Ares I," is a vital part of the Constellation Program's transportation system. Constellation's exploration missions will include Ares I and Ares V launch vehicles required to place crew and cargo in low-Earth orbit (LEO), crew and cargo transportation systems required for human space travel, and transportation systems and scientific equipment required for human exploration of the Moon and Mars. Early Ares I configurations will support ISS re-supply missions. A self-supporting cylindrical structure, the Ares I Upper Stage will be approximately 84' long and 18' in diameter. The Upper Stage Element is being designed for increased supportability and increased reliability to meet human-rating requirements imposed by NASA standards. The design also incorporates state-of-the-art materials, hardware, design, and integrated logistics planning, thus facilitating a supportable, reliable, and operable system. With NASA retiring the Space Shuttle fleet in 2010, the success of the Ares I Project is essential to America's continued leadership in space. The first Ares I test flight, called Ares I-X, is scheduled for 2009. Subsequent test flights will continue thereafter, with the first crewed flight of the Crew Exploration Vehicle (CEV), "Orion," planned for no later than 2015. Crew transportation to the ISS will follow within the same decade, and the first Lunar excursion is scheduled for the 2020 timeframe.

McArthur, J. Craig↗
NASA NTRS1993

Lunar transportation system

The University Space Research Association (USRA) requested the University of Minnesota Spacecraft Design Team to design a lunar transportation infrastructure. This task was a year long design effort culminating in a complete conceptual design and presentation at Johnson Space Center. The mission objective of the design group was to design a system of vehicles to bring a habitation module, cargo, and crew to the lunar surface from LEO and return either or both crew and cargo safely to LEO while emphasizing component commonality, reusability, and cost effectiveness. During the course of the design, the lunar transportation system (LTS) has taken on many forms. The final design of the system is composed of two vehicles, a lunar transfer vehicle (LTV) and a lunar excursion vehicle (LEV). The LTV serves as an efficient orbital transfer vehicle between the earth and the moon while the LEV carries crew and cargo to the lunar surface. Presented in the report are the mission analysis, systems layout, orbital mechanics, propulsion systems, structural and thermal analysis, and crew systems, avionics, and power systems for this lunar transportation concept.

Source record↗
NASA NTRS1987

A situation-response model for intelligent pilot aiding

An intelligent pilot aiding system needs models of the pilot information processing to provide the computational basis for successful cooperation between the pilot and the aiding system. By combining artificial intelligence concepts with the human information processing model of Rasmussen, an abstraction hierarchy of states of knowledge, processing functions, and shortcuts are developed, which is useful for characterizing the information processing both of the pilot and of the aiding system. This approach is used in the conceptual design of a real time intelligent aiding system for flight crews of transport aircraft. One promising result was the tentative identification of a particular class of information processing shortcuts, from situation characterizations to appropriate responses, as the most important reliable pathway for dealing with complex time critical situations.

Schudy, Robert↗
NASA NTRS1990

Nuclear stage configuration studies for Mars missions

Several nuclear-propulsion stage configuration options for the February 2016 Mars Exploration Initiative mission are examined. Special attention is given to the 75,000-lb-thrust nuclear engine used for the major propulsive maneuvers. The reference mission, which will last 435 days, with the stay on Mars for 30 days, assumes that the nuclear thermal rocket (NTR) engine delivers a specific impulse of 925 sec with an engine thrust-to-weight ratio of 4. Results are given of trade studies performed on the NTR engine thrust level, engine thrust-to-weight ratio, and engine Isp. Attention is also given to the Mars transfer vehicle, the Mars transportation system (MTS), the MTS crew compartment, and the MTS tanks.

Emrich, W. J., Jr.↗
NASA NTRS2023

Semi-Autonomous Transportation of Emergency Supplies via sUAS

Over the past several decades, the extent and severity of wildfires in the United States has increased dramatically. This, accordingly, has put ever-increasing pressure on wildland firefighters to mitigate the effects of fire damage. Wildland firefighters have exceptionally dangerous and strenuous jobs. The United States Forest Service has an interest to develop an autonomous sUAS logistics payload delivery system to transport supplies to crews on the fireline. A design reference mission which includes the transportation of portable drinking water from a helicopter drop site closer to crews on the fire line was developed. Two delivery methods were designed and prototyped within this project, with one of them tested in flight.

Wildfire UAS Logistics↗
NASA NTRS2017

Mars Molniya Orbit Atmospheric Resource Mining

This NASA Innovative Advanced Concepts (NIAC) Phase I study examined the revolutionary concept of performing resource collection and utilization during Mars orbital operations in order to enable the landing of large payloads. An exploration architecture was developed, out of which several mission alternatives were developed. Concepts of operations were then developed for each mission alternative, followed by concepts for spacecraft systems, which were traded to assess their feasibility. A novel architecture using Mars Molniya Orbit Atmospheric Resource Mining is feasible to enable an Earth-independent and pioneering, permanent human presence on Mars by providing a reusable, single-stage-to-orbit transportation system. This will allow cargo and crew to be routinely delivered to and from Mars without transporting propellants from Earth.In Phase I, our study explored how electrical energy could be harnessed from the kinetic energy of the incoming spacecraft and then be used to produce the oxygen necessary for landing. This concept of operations is revolutionary in that its focus is on using in situ resources in complementary and varied forms: the upper atmosphere of Mars is used for aerocapture, which is followed by aerobraking, the kinetic energy of the spacecraft is transformed into usable electrical energy during aerobraking, and the atmospheric composition is the source of oxidizer for a landing under supersonic retropropulsion. This NASA Innovative Advanced Concepts (NIAC) Phase I study explores a novel mission architecture to establish routine, Earth-independent transfer of large mass payloads between Earth and the Mars surface and back to Mars orbit. The first stage of routine mission operations involves an atmospheric resource mining aerobraking campaign following aerocapture into a highly elliptical Mars orbit. During each pass through the atmosphere, the vehicle ingests the atmospheric oxidizer and stores it onboard, using solid oxide electrolysis to convert the primarily CO2 atmosphere into usable O2 for propellant. Power is made available through the use of magnetohydrodynamic energy generation, which converts the motion of the plasma in the shock later into usable electrical energy. Upon termination of the aerobraking sequence, the descent vehicle detaches from the orbit stack, deorbits, and executes the entry, descent, and landing sequence. Hypersonic deceleration is achieved via a deployable heat shield to lower the vehicle ballistic coefficient, and supersonic and subsonic deceleration are achieved via retropropulsion. Mars surface operations involve resource mining of the Martian regolith to produce CH4 and O2 propellant to be used for the subsequent MDAV ascent back to high Mars orbit (HMO) providing an apoapsis raise maneuver to initialize the aerobraking sequence, in addition to providing fuel from the Mars surface for EDL propulsive descent. The Resource Collector Vehicle (RCV), which is used for the orbital mining operations, is raised back to HMO via onboard deployable augmented solar electric propulsion. Concepts of operations were developed for each mission alternative, to evaluate between them and assess feasibility.

Mining↗
NASA NTRSDate not supplied

NASA Commercial Crew Program and Medical Operational Challenges

This abstract is submitted as part of the USSPACECOM Command Surgeon’s panel demonstrating the medical capabilities and challenges involved in human space flight support operations. BACKGROUND: NASA embarked on the Commercial Crew Program to launch astronauts into low-earth orbit from US soil and dock with the International Space Station (ISS). The eventual industry providers selected were SpaceX (SpX) and Boeing. These commercial transportation systems are vital to ensure crew availability on ISS for research and discovery. OVERVIEW: NASA/SpaceX Demo-2 (DM2) mission launched from the Kennedy Space Center in 2020 as the historic first crewed test-flight of the Crew Dragon spacecraft with two NASA Astronauts onboard. DM2 represented the first flight in 9-years from US soil since STS-135 in 2011. The 63-day mission ended with splashdown in the Gulf of Mexico, the first US water recovery in 45-years since Apollo-Soyuz. Validation of system hardware and operations allowed four-person crews to launch on subsequently missions (Crew-1, Crew-2, Crew-3, Crew-4, Crew-5 to date), which included International Partner crewmembers. DISCUSSION: A multitude of operational, training, medical, and technical issues needed to be addressed between NASA Medical Operations, the commercial provider SpaceX, and the Department of Defense. These included Flight rule development, occupant protection, pressurized suit testing, communication plans during mission phases, and emergency simulations for supporting Flight Surgeons and Biomedical Engineers. In providing crew experience with expected launch and entry G-force profile, Centrifuge training was established. Preventive health measures via the Health Stabilization Program were especially vital during the global COVID-19 pandemic. Unique aspects arise for SpX Dragon parachute splashdown and shipboard recovery operations in the Atlantic Ocean and Gulf of Mexico. The new Commercial Crew Program is indeed a wonderfully challenging and exciting era for human spaceflight.

Joseph Dervay↗
NASA NTRSDate not supplied

NASA Commercial Crew Program and Medical Operational Challenges

BACKGROUND: NASA embarked on the Commercial Crew Program to launch astronauts into low-earth orbit from US soil and dock with the International Space Station (ISS). The eventual industry providers selected were SpaceX (SpX) and Boeing. These commercial transportation systems are vital to ensure crew availability on ISS for research and discovery. OVERVIEW: NASA/SpaceX Demo-2 (DM2) mission launched from the Kennedy Space Center in 2020 as the historic first crewed test-flight of the Crew Dragon spacecraft with two NASA Astronauts onboard. DM2 represented the first flight in 9-years from US soil since STS-135 in 2011. The 63-day mission ended with splashdown in the Gulf of Mexico, the first US water recovery in 45-years since Apollo-Soyuz. Validation of system hardware and operations allowed four-person crews to launch on subsequently missions (Crew-1, Crew-2, Crew-3, Crew-4, Crew-5 to date), which included International Partner crewmembers. DISCUSSION: A multitude of operational, training, medical, and technical issues needed to be addressed between NASA Medical Operations, the commercial provider SpaceX, and the Department of Defense. These included Flight rule development, occupant protection, pressurized suit testing, communication plans during mission phases, and emergency simulations for supporting Flight Surgeons and Biomedical Engineers. In providing crew experience with expected launch and entry G-force profile, Centrifuge training was established. Preventive health measures via the Health Stabilization Program were especially vital during the global COVID-19 pandemic. Unique aspects arise for SpX Dragon parachute splashdown and shipboard recovery operations in the Atlantic Ocean and Gulf of Mexico. The new Commercial Crew Program is indeed a wonderfully challenging and exciting era for human spaceflight.

Joseph P Dervay↗