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NASA NTRS2002

Technology Assessments within NASA's Integrated Technology Assessment Center

NASA's Advanced Space Transportation Program (ASTP) founded the Integrated Technology Assessment Center (ITAC) to provide a comprehensive, systematic approach to identify long-term technology needs, to quantify payoffs for technology investments, and to assess the progress of ASTP-sponsored technology programs in the hypersonics/Earth-to-orbit area. To accomplish these goals, the ITAC has assembled an experienced team representing a broad sector of the aerospace community and developed a systematic assessment process complete with supporting tools. In the ITAC approach, concepts for transportation systems are first selected based on relevance to the ASTP. Models of these concepts are then developed and data on advanced technologies are collected. Projections of key technology characteristics with respect to the specific concepts of interest are made. Both the models and technology projections are then fed into the ITAC's probabilistic systems analysis framework. The probabilistic outputs are weighed against metrics of interest to ASTP and a multivariate decision making process is used to provide inputs for technology prioritization within the ASTP. At present, the ITAC program is working to evaluate a variety of technologies for three two-stage hypersonic vehicle concepts. Concepts include an all rocket, vertical take off-horizontal landing (VTHL) system, a horizontal take-off-horizontal landing (HTHL) RBCC-propelled first stage/all rocket second stage system, and an HTHL turbine-based first stage/all rocket second stage system. This paper will provide a status update of the ITAC program including current results and plans.

Taylor, J. L.↗
NASA NTRS2002

Technology Assessments within NASA's Integrated Technology Assessment Center

NASA's Advanced Space Transportation Program (ASTP) founded the Integrated Technology Assessment Center (ITAC) to provide a comprehensive, systematic approach to identify long-term technology needs, to quantify payoffs for technology investments, and to assess the progress of ASTP-sponsored technology programs in the hypersonics/Earth-to-orbit area. To accomplish these goals, the ITAC has assembled an experienced team representing a broad sector of the aerospace community and developed a systematic assessment process complete with supporting tools. In the ITAC approach, concepts for transportation systems are first selected based on relevance to the ASTP. Models of these concepts are then developed and data on advanced technologies are collected. Projections of key technology characteristics with respect to the specific concepts of interest are made. Both the models and technology projections are then fed into the ITAC's probabilistic systems analysis framework. The probabilistic outputs are weighed against metrics of interest to ASTP and a multivariate decision making process is used to provide inputs for technology prioritization within the ASTP. At present, the ITAC program is working to evaluate a variety of technologies for three two-stage hypersonic vehicle concepts. Concepts include an all rocket, vertical take off-horizontal landing (VTHL) system, a horizontal takeoff-horizontal landing (HTHL) RBCC-propelled first stage/all rocket second stage system, and an HTHL turbine-based first stage/all rocket second stage system. This paper will provide a status update of the ITAC program including current results and plans.

Taylor, J. L.↗
NASA NTRS2009

Recent Weather Technologies Delivered to America's Space Program by the Applied Meteorology Unit

The Applied Meteorology Unit (AMU) is a unique joint venture of NASA, the Air Force and the National Weather Service (NWS) and has been supporting the Space Program for nearly two decades. The AMU acts as a bridge between the meteorological research community and operational forecasters by developing, evaluating and transitioning new technology and techniques to improve weather support to spaceport operations at the Eastern Range (ER) and Kennedy Space Center. Its primary customers are the 45th Weather Squadron at Cape Canaveral Air Force Station (CCAFS), the Spaceflight Meteorology Group at Johnson Space Center and the National Weather Service Office in Melbourne, FL. Its products are used to support NASA's Shuttle and ELV programs as well as Department of Defense and commercial launches from the ER. Shuttle support includes landing sites beyond the ER. The AMU is co-located with the Air Force operational forecasters at CCAFS to facilitate continuous two-way interaction between the AMU and its operational customers. It is operated under a NASA, Air Force, and NWS Memorandum of Understanding (MOU) by a competitively-selected contractor. The contract, which is funded and managed by NASA, provides five full time professionals with degrees in meteorology or related fields, some of whom also have operational experience. NASA provides a Ph.D.- level NASA civil service scientist as Chief of the AMU. The AMU is tasked by its customers through a unique, nationally recognized process. The tasks are limited to development, evaluation and operational transition of technology to improve weather support to spaceport operations and providing expert advice to the customers. The MOU expressly forbids using the AMU resources to conduct operations or do basic research. The presentation will provide a brief overview of the AMU and how it is tasked by its customers to provide high priority products and services. The balance of the presentation will cover a sampling of products delivered over the last 18 years that are currently in operational use. Each example will describe the problem to be solved, the solution provided, and the operational benefits of implementing that solution.

Bauman, WIlliam, H., III↗
NASA NTRS1988

Technology advances for Space Shuttle processing

One of the major initial tasks of the Space Systems Integration and Operations Research Applications (SIORA) Program was the application of automation and robotics technology to all aspects of the Shuttle tile processing and inspection system. The SIORA Program selected a nonlinear systems engineering methodology which emphasizes a team approach for defining, developing, and evaluating new concepts and technologies for the operational system. This is achieved by utilizing rapid prototyping testbeds whereby the concepts and technologies can be iteratively tested and evaluated by the team. The present methodology has clear advantages for the design of large complex systems as well as for the upgrading and evolution of existing systems.

Wiskerchen, M. J.↗
NASA NTRS2005

An Updated Assessment of NASA Ultra-Efficient Engine Technologies

NASA's Ultra Efficient Engine Technology (UEET) project features advanced aeropropulsion technologies that include highly loaded turbomachinery, an advanced low-NOx combustor, high-temperature materials, and advanced fan containment technology. A probabilistic system assessment is performed to evaluate the impact of these technologies on aircraft CO2 (or equivalent fuel burn) and NOx reductions. A 300-passenger aircraft, with two 396-kN thrust (85,000-lb) engines is chosen for the study. The results show that a large subsonic aircraft equipped with the current UEET technology portfolio has very high probabilities of meeting the UEET minimum success criteria for CO2 reduction (-12% from the baseline) and LTO (landing and takeoff) NOx reductions (-65% relative to the 1996 International Civil Aviation Organization rule).

Tong Michael T.↗
NASA NTRS2018

A Thermal Imaging Instrument with Uncooled Detectors

In this work, we performed an instrument concept study for sustainable thermal imaging over land with uncooled detectors. We evaluated two different uncooled detector technologies uncooled microbolometers and thermopiles. We have also evaluated materials for use in in a uncooled thermopile detector concept.

Thermal↗
NASA NTRS1982

Advanced rocket propulsion technology assessment for future space transportation

Single-stage and two-stage launch vehicles were evaluated for various levels of propulsion technology and payloads. The evaluation included tradeoffs between ascent flight performance and vehicle sizing that were driven by engine mass, specific impulse, and propellant requirements. Numerous mission, flight, and vehicle-related requirements and constraints were satisfied in the design process. The results showed that advanced technology had a large effect on reducing both single- and two-stage vehicle size. High-pressure hydrocarbon-fueled engines that were burned in parallel with two-position nozzle hydrogen-fueled engines reduced dry mass by 23% for the two-stage vehicle and 28% for the single-stage vehicle as compared to an all-hydrogen-fueled system. The dual-expander engine reduced single-stage vehicle dry mass by 41%. Using advanced technology, the single-stage vehicle became comparable in size and sensitivity to that of the two-stage vehicle for small payloads.

Wilhite, A. W.↗
NASA NTRS1993

Development of first generation aerospace NiMH cells

Gates Aerospace Batteries in conjunction with Gates Energy Products (GEP) has been developing NiMH technology for aerospace use since 1990. GEP undertook the development of NiMH technology for commercial cell applications in 1987. This program focused on wound cell technology for replacement of current NiCd technology. As an off shoot of this program small, wound cells were used to evaluate initial design options for aerospace prismatic cell designs. Early in 1991, the first aerospace prismatic cell designs were built in a 6 Ah cell configuration. These cells were used to initially characterize performance in prismatic configurations and begin early life cycle testing. Soon after the 6 Ah cells were on test, several 22 Ah cells were built to test other options. The results of testing of these cells were used to identify potential problem areas for long lived cells and develop solutions to those problems. Following these two cell builds, a set of 7 Ah cells was built to evaluate improvements to the technology. To date results from these tests are very promising. Cycle lives in excess of 2,200 LEO cycles at 50 percent DoD were achieved with cells continuing on test. Results from these cell tests are discussed and data presented to demonstrate feasibility of this technology for aerospace programs.

Tinker, Lawrence↗
NASA NTRS1997

Residual Stress Measurements After Proof and Flight: ETP-0403

The intent of this testing was to evaluate the residual stresses that occur in and around the attachment details of a case stiffener segment that has been subjected to flight/recovery followed by proof loading. Not measured in this test were stresses relieved at joint disassembly due to out-of-round and interference effects, and those released by cutting the specimens out of the case segment. The test article was lightweight case stiffener segment 1U50715, S/N L023 which was flown in the forward stiffener position on flight SRM 14A and in the aft position on flight SRM24A. Both of these flights were flown with the 3 stiffener ring configuration. Stiffener L023 had a stiffener ring installed only on the aft stub in its first flight, and it had both rings installed on its second flight. No significant post flight damage was found on either flight. Finally, the segment was used on the DM-8 static test motor in the forward position. No stiffener rings were installed. It had only one proof pressurization prior to assignment to its first use, and it was cleaned and proof tested after each flight. Thus, the segment had seen 3 proof tests, two flight pressurizations, and two low intensity water impacts prior to manufacturing for use on DM-8. On DM-8 it received one static firing pressurization in the horizontal configuration. Residual stresses at the surface and in depth were evaluated by both the x-ray diffraction and neutron beam diffraction methods. The x-ray diffraction evaluations were conducted by Technology for Energy Corporation (TEC) at their facilities in Knoxville, TN. The neutron beam evaluations were done by Atomic Energy of Canada Limited (AECL) at the Chalk River Nuclear Laboratories in Ontario. The results showed general agreement with relatively high compressive residual stresses on the surface and moderate to low subsurface tensile residual stresses.

Webster, Ronald L..↗
NASA NTRS1990

Systems engineering and integration: Cost estimation and benefits analysis

Space Transportation Avionics hardware and software cost has traditionally been estimated in Phase A and B using cost techniques which predict cost as a function of various cost predictive variables such as weight, lines of code, functions to be performed, quantities of test hardware, quantities of flight hardware, design and development heritage, complexity, etc. The output of such analyses has been life cycle costs, economic benefits and related data. The major objectives of Cost Estimation and Benefits analysis are twofold: (1) to play a role in the evaluation of potential new space transportation avionics technologies, and (2) to benefit from emerging technological innovations. Both aspects of cost estimation and technology are discussed here. The role of cost analysis in the evaluation of potential technologies should be one of offering additional quantitative and qualitative information to aid decision-making. The cost analyses process needs to be fully integrated into the design process in such a way that cost trades, optimizations and sensitivities are understood. Current hardware cost models tend to primarily use weights, functional specifications, quantities, design heritage and complexity as metrics to predict cost. Software models mostly use functionality, volume of code, heritage and complexity as cost descriptive variables. Basic research needs to be initiated to develop metrics more responsive to the trades which are required for future launch vehicle avionics systems. These would include cost estimating capabilities that are sensitive to technological innovations such as improved materials and fabrication processes, computer aided design and manufacturing, self checkout and many others. In addition to basic cost estimating improvements, the process must be sensitive to the fact that no cost estimate can be quoted without also quoting a confidence associated with the estimate. In order to achieve this, better cost risk evaluation techniques are needed as well as improved usage of risk data by decision-makers. More and better ways to display and communicate cost and cost risk to management are required.

Dean, ED↗
NASA NTRS2011

Evaluation of Mars CO2 Capture and Gas Separation Technologies

Recent national policy statements have established that the ultimate destination of NASA's human exploration program is Mars. In Situ Resource Utilization (ISRU) is a key technology required to ,enable such missions and it is appropriate to review progress in this area and continue to advance the systems required to produce rocket propellant, oxygen, and other consumables on Mars using the carbon dioxide atmosphere and other potential resources. The Mars Atmospheric Capture and Gas separation project is selecting, developing, and demonstrating techniques to capture and purify Martian atmospheric gases for their utilization for the production of hydrocarbons, oxygen, and water in ISRU systems. Trace gases will be required to be separated from Martian atmospheric gases to provide pure CO2 to processing elements. In addition, other Martian gases, such as nitrogen and argon, occur in concentrations high enough to be useful as buffer gas and should be captured as well. To achieve these goals, highly efficient gas separation processes will be required. These gas separation techniques are also required across various areas within the ISRU project to support various consumable production processes. The development of innovative gas separation techniques will evaluate the current state-of-the-art for the gas separation required, with the objective to demonstrate and develop light-weight, low-power methods for gas separation. Gas separation requirements include, but are not limited to the selective separation of: (1) methane and water from unreacted carbon oxides (C02-CO) and hydrogen typical of a Sabatier-type process, (2) carbon oxides and water from unreacted hydrogen from a Reverse Water-Gas Shift process, (3)/carbon oxides from oxygen from a trash/waste processing reaction, and (4) helium from hydrogen or oxygen from a propellant scavenging process. Potential technologies for the separations include' freezers, selective membranes, selective solvents, polymeric sorbents, zeolites, and new technologies. This paper summarizes the results of an extensive literature review of candidate technologies for the capture and separation of CO2 and other relevant gases. This information will be used to prioritize the technologies to be developed further during this and other ISRU projects.

Muscatello, Anthony C.↗
NASA NTRS2014

Visual Advantage of Enhanced Flight Vision System During NextGen Flight Test Evaluation

Synthetic Vision Systems and Enhanced Flight Vision System (SVS/EFVS) technologies have the potential to provide additional margins of safety for aircrew performance and enable operational improvements for low visibility operations in the terminal area environment. Simulation and flight tests were jointly sponsored by NASA's Aviation Safety Program, Vehicle Systems Safety Technology project and the Federal Aviation Administration (FAA) to evaluate potential safety and operational benefits of SVS/EFVS technologies in low visibility Next Generation Air Transportation System (NextGen) operations. The flight tests were conducted by a team of Honeywell, Gulfstream Aerospace Corporation and NASA personnel with the goal of obtaining pilot-in-the-loop test data for flight validation, verification, and demonstration of selected SVS/EFVS operational and system-level performance capabilities. Nine test flights were flown in Gulfstream's G450 flight test aircraft outfitted with the SVS/EFVS technologies under low visibility instrument meteorological conditions. Evaluation pilots flew 108 approaches in low visibility weather conditions (600 feet to 3600 feet reported visibility) under different obscurants (mist, fog, drizzle fog, frozen fog) and sky cover (broken, overcast). Flight test videos were evaluated at three different altitudes (decision altitude, 100 feet radar altitude, and touchdown) to determine the visual advantage afforded to the pilot using the EFVS/Forward-Looking InfraRed (FLIR) imagery compared to natural vision. Results indicate the EFVS provided a visual advantage of two to three times over that of the out-the-window (OTW) view. The EFVS allowed pilots to view the runway environment, specifically runway lights, before they would be able to OTW with natural vision.

Kramer, Lynda J.↗
NASA NTRS2012

Desert RATS 2011: Near-Earth Asteroid Human Exploration Operations

The Desert Research and Technology Studies (D-RATS) 2011 field test involved the planning and execution of a series of exploration scenarios under operational conditions similar to those that would be expected during a human exploration mission to a near-Earth asteroid (NEA). The focus was on understanding the operations tempo during simulated NEA exploration and the implications of communications latency and limited data bandwidth. Anchoring technologies and sampling techniques were not evaluated due to the immaturity of those technologies and the inability to meaningfully test them at D-RATS. Reduced gravity analogs and simulations are being used to fully evaluate Multi-Mission Space Exploration Vehicle (MMSEV) and extravehicular (EVA) operations and interactions in near-weightlessness at a NEA as part of NASA s integrated analogs program. Hypotheses were tested by planning and performing a series of 1-day simulated exploration excursions comparing test conditions all of which involved a single Deep Space Habitat (DSH) and either zero, one, or two MMSEVs; three or four crewmembers; one of two different communications bandwidths; and a 100-second roundtrip communications latency between the field site and Houston. Excursions were executed at the Black Point Lava Flow test site with a Mission Control Center and Science Support Room at Johnson Space Center (JSC) being operated with 100-second roundtrip communication latency to the field. Crews were composed of astronauts and professional field geologists and teams of Mission Operations, Science, and Education & Public Outreach (EPO) experts also supported the mission simulations each day. Data were collected separately from the Crew, Mission Operations, Science, and EPO teams to assess the test conditions from multiple perspectives. For the operations tested, data indicates practically significant benefits may be realized by including at least one MMSEV and by including 4 versus 3 crewmembers in the NEA exploration architecture as measured by increased Scientific Data Quality, EVA Exploration Time, Capability Assessment Ratings, and Overall Acceptability ratings by Crew, Mission Operations, Science, and Education & Public Outreach teams. A combination of text and voice was used to effectively communicate over the 100-second roundtrip communications latency and increased communication bandwidth yielded a small but practically significant improvement in Overall Acceptability as rated by the Science team, although the impact of bandwidth on scientific strategic planning was not assessed. No effect of increased bandwidth was observed with respect to Crew, Mission Operations, or EPO team ratings of Overall Acceptability.

Abercromby, Andrew↗
NASA NTRS1986

Advanced technology payoffs for future rotorcraft, commuter aircraft, cruise missile, and APU propulsion systems

In connection with the significant advances made regarding the performance of larger gas turbines, challenges arise concerning the improvement of small gas turbine engines in the 250 to 1000 horsepower range. In response to these challenges, the NASA/Army-sponsored Small Engine Component Technology (SECT) study was undertaken with the objective to identify the engine cycle, configuration, and component technology requirements for the substantial performance improvements desired in year-2000 small gas turbine engines. In the context of this objective, an American turbine engine company evaluated engines for four year-2000 applications, including a rotorcraft, a commuter aircraft, a supersonic cruise missile, and an auxiliary power unit (APU). Attention is given to reference missions, reference engines, reference aircraft, year-2000 technology projections, cycle studies, advanced engine selections, and a technology evaluation.

Turk, M. A.↗
NASA NTRS1993

CFM technologies for space transportation: Multipurpose hydrogen testbed system definition and tank procurement

The development of a test bed tank and system for evaluating cryogenic fluid management technologies in a simulated upper stage liquid hydrogen tank is covered. The tank is 10 ft long and is 10 ft in diameter, and is an ASME certified tank constructed of 5083 aluminum. The tank is insulated with a combination of sprayed on foam insulation, covered by 45 layers of double aluminized mylar separated by dacron net. The mylar is applied by a continuous wrap system adapted from commercial applications, and incorporates variable spacing between the mylar to provide more space between those layers having a high delta temperature, which minimizes heat leak. It also incorporates a unique venting system which uses fewer large holes in the mylar rather than the multitude of small holes used conventionally. This significantly reduces radiation heat transfer. The test bed consists of an existing vacuum chamber at MSFC, the test bed tank and its thermal control system, and a thermal shroud (which may be heated) surrounding the tank. Provisions are made in the tank and chamber for inclusion of a variety of cryogenic fluid management experiments.

Fox, E. C.↗
NASA NTRS1991

Evaluation of components, subsystems, and networks for high rate, high frequency space communications

The development of new space communications technologies by NASA has included both commercial applications and space science requirements. At NASA's Lewis Research Center, methods and facilities have been developed for evaluating these new technologies in the laboratory. NASA's Systems Integration, Test and Evaluation (SITE) Space Communication System Simulator is a hardware-based laboratory simulator for evaluating space communications technologies at the component, subsystem, system, and network level, geared toward high frequency, high data rate systems. The SITE facility is well-suited for evaluation of the new technologies required for the Space Exploration Initiative (SEI) and advanced commercial systems. This paper describes the technology developments and evaluation requirements for current and planned commercial and space science programs. Also examined are the capabilities of SITE, the past, present, and planned future configurations of the SITE facility, and applications of SITE to evaluation of SEI technology.

Kerczewski, Robert J.↗
NASA NTRS1978

Thermal power systems small power systems applications project. Decision analysis for evaluating and ranking small solar thermal power system technologies. Volume 1: A brief introduction to multiattribute decision analysis

The principal concepts of the Keeney and Raiffa approach to multiattribute decision analysis are described. Topics discussed include the concepts of decision alternatives, outcomes, objectives, attributes and their states, attribute utility functions, and the necessary independence properties for the attribute states to be aggregated into a numerical representation of the preferences of the decision maker for the outcomes and decision alternatives.

Feinberg, A.↗
NASA NTRS1992

Material selection and evaluation aimed at resolving deficiencies of a space technology material

NASA-Kennedy Space Center propellant handlers' visors are undergoing conversion from Plexiglass G to a Surlyn 8920-based material; various Surlyn compositions are here subjected to a battery of environmental and mechanical-properties tests under the relevant conditions. Specially-molded Surlyn samples have exhibited much higher impact strengths than either Plexiglass G or Lexan, and passed the ANSI weight-drop test. DSC results show that Surlyn and Plexiglass G exhibit strikingly different thermal transitions.

Ray, Asit K.↗