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NASA NTRS1992

The application of integrated knowledge-based systems for the Biomedical Risk Assessment Intelligent Network (BRAIN)

One of NASA's goals for long duration space flight is to maintain acceptable levels of crew health, safety, and performance. One way of meeting this goal is through BRAIN, an integrated network of both human and computer elements. BRAIN will function as an advisor to mission managers by assessing the risk of inflight biomedical problems and recommending appropriate countermeasures. Described here is a joint effort among various NASA elements to develop BRAIN and the Infectious Disease Risk Assessment (IDRA) prototype. The implementation of this effort addresses the technological aspects of knowledge acquisition, integration of IDRA components, the use of expert systems to automate the biomedical prediction process, development of a user friendly interface, and integration of IDRA and ExerCISys systems. Because C language, CLIPS and the X-Window System are portable and easily integrated, they were chosen ss the tools for the initial IDRA prototype.

Loftin, Karin C.↗

NASA NTRS1983

The Integrated Technology and Flight Research Rotor Technology demonstrators for the 1985-1995 timeframe

The purposes and progress in the Integrated Technology Rotor/Flight Research Rotor (ITR/FRR) Project, a joint effort by the U.S. Army and NASA, are outlined. The project goal is to integrate the disciplines of rotor design, aerodynamics, structures, materials, dynamics, and acoustics, to remove the risks in applying the technology, and to develop an advanced flight research rotor which permits significant variation in the rotor properties. Composite rotors are believed to be capable of displaying infinite fatigue lifetimes with fail-safe characteristics, and bearingless hubs simplify hub designs. The programs will also consider the flight control, propulsion, and structures. Concept definition contracts are presently distributed among five companies, and preliminary designs will lead to model tests in 1984.

Bousman, W.↗

NASA NTRS1991

Autonomous rendezvous and capture development infrastructure

In the development of the technology for autonomous rendezvous and docking, key infrastructure capabilities must be used for effective and economical development. This involves facility capabilities, both equipment and personnel, to devise, develop, qualify, and integrate ARD elements and subsystems into flight programs. One effective way of reducing technical risks in developing ARD technology is the use of the ultimate test facility, using a Shuttle-based reusable free-flying testbed to perform a Technology Demonstration Test Flight which can be structured to include a variety of additional sensors, control schemes, and operational approaches. This conceptual testbed and flight demonstration will be used to illustrate how technologies and facilities at MSFC can be used to develop and prove an ARD system.

Bryan, Thomas C.↗

NASA NTRS1991

Autonomous rendezvous and capture development infrastructure

In the development of the technology for autonomous rendezvous and docking, key infrastructure capabilities must be used for effective and economical development. This need involves facility capabilities, both equipment and personnel, to devise, develop, qualify, and integrate ARD elements and subsystems into flight programs. One effective way of reducing technical risks in developing ARD technology is the use of the Low Earth Orbit test facility. Using a reusable free-flying testbed carried in the Shuttle, as a technology demonstration test flight, can be structured to include a variety of sensors, control schemes, and operational approaches. This testbed and flight demonstration concept will be used to illustrate how technologies and facilities at MSFC can be used to develop and prove an ARD system.

Bryan, Thomas C.↗

NASA NTRS2003

NASA's Orbital Space Plane Risk Reduction Strategy

This paper documents the transformation of NASA s Space Launch Initiative (SLI) Second Generation Reusable Launch Vehicle Program under the revised Integrated Space Transportation Plan, announced November 2002. Outlining the technology development approach followed by the original SLI, this paper gives insight into the current risk-reduction strategy that will enable confident development of the Nation s first orbital space plane (OSP). The OSP will perform an astronaut and contingency cargo transportation function, with an early crew rescue capability, thus enabling increased crew size and enhanced science operations aboard the International Space Station. The OSP design chosen for full-scale development will take advantage of the latest innovations American industry has to offer. The OSP Program identifies critical technologies that must be advanced to field a safe, reliable, affordable space transportation system for U.S. access to the Station and low-Earth orbit. OSP flight demonstrators will test crew safety features, validate autonomous operations, and mature thermal protection systems. Additional enabling technologies may be identified during the OSP design process as part of an overall risk-management strategy. The OSP Program uses a comprehensive and evolutionary systems acquisition approach, while applying appropriate lessons learned.

Dumbacher, Dan↗

NASA NTRS2007

Reducing the Risk of Human Missions to Mars Through Testing

During the summer of 2002 the NASA Deputy Administrator charted an internal NASA planning group to develop the rationale for exploration beyond low-Earth orbit. This team, termed the Exploration Blueprint, performed architecture analyses to develop roadmaps for how to accomplish the first steps beyond Low-Earth Orbit through the human exploration of Mars. The previous NASA Exploration Team (NEXT) activities laid the foundation and framework for development of NASA s Integrated Space Plan. The reference missions resulting from the analysis performed by the Exploration Blueprint team formed the basis for requirement definition, systems development, technology roadmapping, and risk assessments for future human exploration beyond low-Earth orbit. Emphasis was placed on developing recommendations on what could be done now to effect future exploration activities. The Exploration Blueprint team embraced the Stepping Stone approach to exploration where human and robotic activities are conducted through progressive expansion outward beyond low- Earth orbit. Results from this study produced a long-term strategy for exploration with near-term implementation plans, program recommendations, and technology investments. Specific results included the development of a common exploration crew vehicle concept, a unified space nuclear strategy, focused bioastronautics research objectives, and an integrated human and robotic exploration strategy. Recommendations from the Exploration Blueprint included the endorsement of the Nuclear Systems Initiative, augmentation of the bioastronautics research, a focused space transportation program including heavy-lift launch and a common exploration vehicle design for ISS and exploration missions, as well as an integrated human and robotic exploration strategy for Mars. Following the results of the Exploration Blueprint study, the NASA Administrator has asked for a recommendation by June, 2003 on the next steps in human and robotic exploration in order to put into context an updated Integrated Space Transportation Plan (post- Columbia) and guide Agency planning. NASA was on the verge of committing significant funding in programs that would be better served if longer term goals were better known including the Orbital Space Plane, research on the ISS, National Aerospace Initiative, Shuttle Life Extension Program, Project Prometheus, as well as a wide range of technology development throughout the Agency. Much of the focus during this period was on integrating the results from the previous studies into more concrete implementation strategies in order to understand the relationship between NASA programs, timing, and resulting budgetary implications. This resulted in an integrated approach including lunar surface operations to retire risk of human Mars missions, maximum use of common and modular systems including what was termed the exploration transfer vehicle, Earth orbit and lunar surface demonstrations of long-life systems, collaboration of human and robotic missions to vastly increase mission return, and high-efficiency transportation systems (nuclear) for deep-space transportation and power. The data provided in this summary viewgraph presentation was developed to begin to address one of the key elements of the emerging implementation strategy, namely how lunar missions help retire risk of human missions to Mars. During this process the scope of the activity broadened into the issue of how testing in general, in various venues including the Moon, can help reduce the risk for Mars missions.

Drake, Bret G.↗

NASA NTRS2015

Directed Research in Bone Discipline: Refining Previous Research Observations for Space Medicine

Dual-energy X-ray absorptiometry bone mass density, as a sole index, is an insufficient surrogate for fracture; Clinical Practice Guidelines using bone mass density (both World Health Organization and FRAX) are not specific for complicated subjects such as young, healthy persons following prolonged exposure to skeletal unloading (i.e. an attribute of spaceflight); Research data suggest that spaceflight induces changes to astronaut bones that could be profound, possibly irreversible and unlike age-related bone loss on Earth.; There is a need to objectively assess factors across human physiology that are also influenced by spaceflight (e.g., muscle) that contribute to fracture risk. Some of these objective assessments may require innovative technologies, analyses and modeling.; Astronauts are also exposed to novel situations that may overload their bones highlighting a need integrate biomechanics of physical activities into risk assessments.; As we accumulate data, which reflects the biomechanical competence of bone under specific mechanically-loaded scenarios (even activities of daily living), BONE expects Bone Fracture Module to be more sensitive and/or have less uncertainty in its assessments of fracture probability.; Fracture probability drives the requirement for countermeasures. Level of evidence will unlikely be obtained; hence, the Bone Research and Clinical Advisory Panel (like a Data Safety Monitoring Board) will provide the recommendations.

Sibonga, Jean D.↗

NASA NTRS2011

Evidence Report, Risk of Inadequate Design of Human and Automation/Robotic Integration

The success of future exploration missions depends, even more than today, on effective integration of humans and technology (automation and robotics). This will not emerge by chance, but by design. Both crew and ground personnel will need to do more demanding tasks in more difficult conditions, amplifying the costs of poor design and the benefits of good design. This report has looked at the importance of good design and the risks from poor design from several perspectives: 1) If the relevant functions needed for a mission are not identified, then designs of technology and its use by humans are unlikely to be effective: critical functions will be missing and irrelevant functions will mislead or drain attention. 2) If functions are not distributed effectively among the (multiple) participating humans and automation/robotic systems, later design choices can do little to repair this: additional unnecessary coordination work may be introduced, workload may be redistributed to create problems, limited human attentional resources may be wasted, and the capabilities of both humans and technology underused. 3) If the design does not promote accurate understanding of the capabilities of the technology, the operators will not use the technology effectively: the system may be switched off in conditions where it would be effective, or used for tasks or in contexts where its effectiveness may be very limited. 4) If an ineffective interaction design is implemented and put into use, a wide range of problems can ensue. Many involve lack of transparency into the system: operators may be unable or find it very difficult to determine a) the current state and changes of state of the automation or robot, b) the current state and changes in state of the system being controlled or acted on, and c) what actions by human or by system had what effects. 5) If the human interfaces for operation and control of robotic agents are not designed to accommodate the unique points of view and operating environments of both the human and the robotic agent, then effective human-robot coordination cannot be achieved.

Zumbado, Jennifer Rochlis↗

NASA NTRS2026

Turbofan Engine Power Extraction Demonstration Final Report

As GE Aerospace advances toward a revolutionary step change in propulsion efficiency, the integration and demonstration of new engine architectures and technology systems are essential. The NASA Turbofan Engine Power Extraction Demonstration (PEx), conducted through the Hybrid Thermally Efficient Core (HyTEC) project, aims to develop and demonstrate megawatt-class hybrid electric capability on a modern commercial turbofan engine. The hybrid electric system is critical to meeting the needs of the U.S. aviation industry for next-generational propulsion systems with greater efficiency, durability, and range. This supports energy independence and helps ensure the security and resilience of one of America's largest export industries. The PEx project specifically targets three key objectives: mechanically integrating hybrid electric capability into a commercial turbofan engine, integrating electric machine control with turbofan control for advanced power management, and de-risking performance modeling of future hybrid electric architectures. To mature these technologies to Technology Readiness Level (TRL) 6, a series of electric power system component tests and a baseline engine performance test campaign were conducted. These efforts culminated in an integrated hybrid electric turbofan test campaign demonstrating power extraction, power insertion, and power transfer between spools. Tests of the electric power system were completed at GE Aerospace’s Electrical Power Integrated Systems Center in Dayton, Ohio and engine tests were completed at Peebles Test Operation in Peebles, Ohio. Hybrid electric trade studies extended the demonstrated capability to altitude using the validated cycle model from the PEx test campaigns, allowing for comments on expanded mission benefits not demonstrated in the ground campaign. The knowledge gained from PEx also supports GE Aerospace’s Compact Core Demonstrator as part of HyTEC Phase 2 and ultimately informs the implementation of hybrid electric systems in the next generation of GE Aerospace commercial engine products. This report provides a summary of the program background, test campaigns, trade studies, and insights into the technical maturation required to support future commercial products.

Hybrid Electric↗

NASA NTRS2013

Security Risk Assessment Process for UAS in the NAS CNPC Architecture

This informational paper discusses the risk assessment process conducted to analyze Control and Non-Payload Communications (CNPC) architectures for integrating civil Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS). The assessment employs the National Institute of Standards and Technology (NIST) Risk Management framework to identify threats, vulnerabilities, and risks to these architectures and recommends corresponding mitigating security controls. This process builds upon earlier work performed by RTCA Special Committee (SC) 203 and the Federal Aviation Administration (FAA) to roadmap the risk assessment methodology and to identify categories of information security risks that pose a significant impact to aeronautical communications systems. A description of the deviations from the typical process is described in regards to this aeronautical communications system. Due to the sensitive nature of the information, data resulting from the risk assessment pertaining to threats, vulnerabilities, and risks is beyond the scope of this paper

data links↗

NASA NTRS2013

Security Risk Assessment Process for UAS in the NAS CNPC Architecture

Iannicca, Dennis C.↗

NASA NTRS1992

Satellites and the BISDN: An overview of NASA R/D

NASA is currently the only U.S. government agency developing advanced technology on behalf of the commercial communications satellite industry. The Agency's commercial communications program includes several activities which are either directly or indirectly related to the potential use of satellites within a broadband integrated services digital network (BISDN). Lewis Research Center's Space Electronics Division is actively pursuing a number of thrusts aimed at the integration of satellites into the BISDN through the development of high-risk and proof-of-concept technology.

Bobinsky, E. A.↗

NASA NTRS2012

OpTIIX: An ISS-Based Testbed Paving the Roadmap Toward a Next Generation Large Aperture UV/Optical Space Telescope

The next generation large aperture UV/Optical space telescope will need a diameter substantially larger than even that of JWST in order to address some of the most compelling unanswered scientific quests. These quests include understanding the earliest phases of the Universe and detecting life on exo-planets by studying spectra of their atmospheres. Such 8-16 meter telescopes face severe challenges in terms of cost and complexity and are unlikely to be affordable unless a new paradigm is adopted for their design and construction. The conventional approach is to use monolithic or preassembled segmented mirrors requiring complicated and risky deployments and relying on future heavy-lift vehicles, large fairings and complex geometry. The new paradigm is to launch component modules on relatively small vehicles and then perform in-orbit robotic assembly of those modules. The Optical Testbed and Integration on ISS eXperiment (OpTIIX) is designed to demonstrate, at low cost by leveraging the infrastructure provided by ISS, telescope assembly technologies and end-to-end optical system technologies. The use of ISS as a testbed permits the concentration of resources on reducing the technical risks associated with robotically integrating the components. These include laser metrology and wavefront sensing and control (WFS&C) systems, an imaging instrument, lightweight, low-cost deformable primary mirror segments and the secondary mirror. These elements are then aligned to a diffraction-limited optical system in space. The capability to assemble the optical system and remove and replace components via the existing ISS robotic systems like the Special Purpose Dexterous Manipulator (SPDM), or by the ISS flight crew, allows for future experimentation, as well as repair.

Carpenter, Kenneth G.↗

NASA NTRS1988

Development of an integrated set of research facilities for the support of research flight test

The Ames-Dryden Flight Research Facility (DFRF) serves as the site for high-risk flight research on many one-of-a-kind test vehicles like the X-29A advanced technology demonstrator, F-16 advanced fighter technology integration (AFTI), AFTI F-111 mission adaptive wing, and F-18 high-alpha research vehicle (HARV). Ames-Dryden is on a section of the historic Muroc Range. The facility is oriented toward the testing of high-performance aircraft, as shown by its part in the development of the X-series aircraft. Given the cost of research flight tests and the complexity of today's systems-driven aircraft, an integrated set of ground support experimental facilities is a necessity. In support of the research flight test of highly advanced test beds, the DFRF is developing a network of facilities to expedite the acquisition and distribution of flight research data to the researcher. The network consists of an array of experimental ground-based facilities and systems as nodes and the necessary telecommunications paths to pass research data and information between these facilities. This paper presents the status of the current network, an overview of current developments, and a prospectus on future major enhancements.

Moore, Archie L.↗

NASA NTRS1993

Feasibility study of an orbiting laboratory for testing CSI technology

A concept for an orbiting laboratory for testing Controls-Structures Integration (CSI) technology is described. The CSI-Star concept reflects a lower cost, higher risk approach. The concept supports demonstration and validation testing for critical CSI technologies at a cost of $20M to $26M with a 1-year reliability of approximately 0.9. The Ball Aerospace QuickStar bus is the carrier for the CSI test article. QuickStar is launched as a secondary payload on the McDonnell Douglas Delta 2. The QuickStar/Delta 2 approach is flight proven. The CSI test article is a 20 foot, 1 Hz, truss beam which is deployed from the QuickStar bus. The test article is well instrumented for quality system identification. The laboratory provides three layers of active control consisting of global vibration suppression along the truss beam, vibration isolation between the beam and instrument platforms, and vibration compensation through the use of gimbaled platforms which point lasers relative to optical sensor targets. The configuration simulates the dynamics of multi-instrument science platforms such as those of the Earth Observation System (EOS) while maintaining strong ties to astrophysics missions such as the Optical Interferometer. Uplink/downlink services and a reprogrammable computer provide flexibility for long-term investigations by members of the CSI community (NASA, DoD, academia, and industry). CSI-Star fills the gap between short-term experiments, which have been conducted primarily on the Shuttle, and future science missions which require the technology. The on-orbit maturity of CSI technology must be established to obtain acceptance by project managers and to promote injection of the technology into future science missions.

Bicos, Andrew S.↗

NASA NTRS1988

Development of an integrated set of research facilities for the support of research flight test

The Ames-Dryden Flight Research Facility (DFRF) serves as the site for the conduct of high-risk flight research on many one-of-a-kind test vehicles like the X-29A advanced technology demonstrator, F-16 advanced fighter technology integration (AFTI), AFTI F-111 mission adaptive wing, and F-18 high-alpha research vehicle (HARV). Ames-Dryden is on a section of the historic Muroc Range. The facility is oriented toward the testing of high-performance aircraft, as shown by its part in the development of the X-series aircraft. Given the cost of research flight test and the complexity of today's systems-driven aircraft, an integrated set of ground support experimental facilities is a necessity. In support of the research flight test of highly advanced test beds, the DFRF is developing a network of facilities to expedite the acquisition and distribution of flight research data to the researcher. This network consists of an array of experimental ground-based facilities and systems as nodes and the necessary telecommunications paths to pass research data and information between these facilities. This paper presents a status of the current network, an overview of current developments, and a prospectus on future major enhancements.

Moore, Archie L.↗

NASA NTRS2004

Simulation Based Acquisition for NASA's Office of Exploration Systems

In January 2004, President George W. Bush unveiled his vision for NASA to advance U.S. scientific, security, and economic interests through a robust space exploration program. This vision includes the goal to extend human presence across the solar system, starting with a human return to the Moon no later than 2020, in preparation for human exploration of Mars and other destinations. In response to this vision, NASA has created the Office of Exploration Systems (OExS) to develop the innovative technologies, knowledge, and infrastructures to explore and support decisions about human exploration destinations, including the development of a new Crew Exploration Vehicle (CEV). Within the OExS organization, NASA is implementing Simulation Based Acquisition (SBA), a robust Modeling & Simulation (M&S) environment integrated across all acquisition phases and programs/teams, to make the realization of the President s vision more certain. Executed properly, SBA will foster better informed, timelier, and more defensible decisions throughout the acquisition life cycle. By doing so, SBA will improve the quality of NASA systems and speed their development, at less cost and risk than would otherwise be the case. SBA is a comprehensive, Enterprise-wide endeavor that necessitates an evolved culture, a revised spiral acquisition process, and an infrastructure of advanced Information Technology (IT) capabilities. SBA encompasses all project phases (from requirements analysis and concept formulation through design, manufacture, training, and operations), professional disciplines, and activities that can benefit from employing SBA capabilities. SBA capabilities include: developing and assessing system concepts and designs; planning manufacturing, assembly, transport, and launch; training crews, maintainers, launch personnel, and controllers; planning and monitoring missions; responding to emergencies by evaluating effects and exploring solutions; and communicating across the OExS enterprise, within the Government, and with the general public. The SBA process features empowered collaborative teams (including industry partners) to integrate requirements, acquisition, training, operations, and sustainment. The SBA process also utilizes an increased reliance on and investment in M&S to reduce design risk. SBA originated as a joint Industry and Department of Defense (DoD) initiative to define and integrate an acquisition process that employs robust, collaborative use of M&S technology across acquisition phases and programs. The SBA process was successfully implemented in the Air Force s Joint Strike Fighter (JSF) Program.

Hale, Joe↗

NASA NTRS1989

STOVL aircraft simulation for integrated flight and propulsion control research

The United States is in the initial stages of committing to a national program to develop a supersonic short takeoff and vertical landing (STOVL) aircraft. The goal of the propulsion community in this effort is to have the enabling propulsion technologies for this type aircraft in place to permit a low risk decision regarding the initiation of a research STOVL supersonic attack/fighter aircraft in the late mid-90's. This technology will effectively integrate, enhance, and extend the supersonic cruise, STOVL and fighter/attack programs to enable U.S. industry to develop a revolutionary supersonic short takeoff and vertical landing fighter/attack aircraft in the post-ATF period. A joint NASA Lewis and NASA Ames research program, with the objective of developing and validating technology for integrated-flight propulsion control design methodologies for short takeoff and vertical landing (STOVL) aircraft, was planned and is underway. This program, the NASA Supersonic STOVL Integrated Flight-Propulsion Controls Program, is a major element of the overall NASA-Lewis Supersonic STOVL Propulsion Technology Program. It uses an integrated approach to develop an integrated program to achieve integrated flight-propulsion control technology. Essential elements of the integrated controls research program are realtime simulations of the integrated aircraft and propulsion systems which will be used in integrated control concept development and evaluations. This paper describes pertinent parts of the research program leading up to the related realtime simulation development and remarks on the simulation structure to accommodate propulsion system hardware drop-in for real system evaluation.

Mihaloew, James R.↗