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NASA NTRS2003

RFI at L-band in Synthetic Aperture Radiometers

The spectral window at 1.413 GHz (L-band), set aside for passive use only, is critical for passive remote sensing of the earth from space. It is the largest spectral window available in the long wavelength end of the microwave spectrum where measurements are needed to monitor parameters of the surface such as soil moisture and sea surface salinity. The sensitivity to these parameters is rapidly lost at higher frequencies and is compromised by the ionosphere and antenna size at lower frequencies. Instruments for remote sensing from space in this spectral window are being developed by NASA (Aquarius) and ESA (SMOS) and are expected to be in orbit in a few years (2006). Although the band at 1.413 GHz is protected for passive use, RFI is a common problem. For example, the synthetic aperture radiometer, ESTAR (L-band, Horizontal polarization), has frequently experienced problems with RFI. During the Southern Great Plains Experiments (1997 and 1999), ESTAR experienced RFI significant enough to warrant changes in flight lines. The largest sources of RFI were identified as originating in airports and a likely source is air traffic control radar. In experiments in the vicinity of Richmond, VA, RFI in the form of periodic spikes was recorded, again suggestive of radar. However, in most cases the sources of the RFI are unknown. RFI is a sufficiently common problem that the first step in processing ESTAR data is a screening for RFI (a filter is used to detect large, rapid changes in brightness). Recently, measurements have been made with a new synthetic aperture radiometer, 2D-STAR. Examples of RFI observed simultaneously with ESTAR and the new synthetic aperture radiometer will be presented. 2D-STAR is an airborne instrument designed to develop the technology of aperture synthesis in two dimensions. It employs dual polarized patch antennas arranged in a cross configuration (+). Synthesis in two dimensions offers the potential for optimal thinning, but because of the wide field of view of the individual antennas it is potentially more susceptible to RFI. The 2D-STAR instrument was flown together with ESTAR in a series of test flights on the NASA P-3 aircraft near the Wallops Flight Facility during the summer of 2002. Both instruments experienced RFI over common locations. Examples will be presented and a comparison between instruments presented.

LeVine, David M.↗
NASA NTRSDate not supplied

Standards Roadmapping for Mission Assurance in Commercial Spaceflight

This paper explores the application of established roadmapping approaches in standards planning and roadmap development to support mission assurance objectives. Mission assurance requires proactive planning across multiple domains including technical, schedule, cost, organizational, and policy. The intersection of these domains happens at the enterprise level, and enterprise systems engineering processes can systematically guide mission assurance activities, including development of standards roadmaps. Standards planning and development is a critical contributor to an effective mission assurance strategy, although standards are often developed and adopted reactively. Technology and standards planning is a key Enterprise Process Management activity, as identified by the Systems Engineering Body of Knowledge, and technology and standards roadmaps are strategic tools used to enable that process. Technology roadmapping has proven effective in guiding enterprise architecture and concept design, and standards planning supports enterprise requirements definition and management. However, there are limited methodologies to guide such standards planning activities. The application of technology roadmapping principles to standards planning formalizes the process and establishes a repeatable framework for standards development and integration. The framework development described in this paper fills a methodological gap by adapting proven roadmapping techniques to standards planning. Through a comparison of roadmapping methodologies and a case study analysis, this approach outlines a systematic process for anticipating and planning standards needs. In the case of developing a standards integration roadmap for NASA’s Office of Safety and Mission Assurance (OSMA), technology roadmapping principles were adapted to develop a roadmap framework to allow NASA and OSMA to define an agency-wide standards integration plan for commercial and industry safety and mission assurance standards. The outcome highlights key adaptations required for roadmapping in a standards context and describes the process steps to formalize a standards planning activity. The roadmapping framework adapted for standards development and integration enables more strategic, forward-looking standards planning and allows for better alignment between evolving capabilities and mission assurance requirements. Beyond its application to mission assurance, this methodology can be transferred to other domains requiring standards development, providing a systematic approach that integrates systems engineering principles into policy strategy and decision-making processes.

Enterprise Systems Engineering↗
NASA NTRS1991

Optimum data analysis procedures for Titan 4 and Space Shuttle payload acoustic measurements during lift-off

Analytical expressions have been derived to describe the mean square error in the estimation of the maximum rms value computed from a step-wise (or running) time average of a nonstationary random signal. These analytical expressions have been applied to the problem of selecting the optimum averaging times that will minimize the total mean square errors in estimates of the maximum sound pressure levels measured inside the Titan IV payload fairing (PLF) and the Space Shuttle payload bay (PLB) during lift-off. Based on evaluations of typical Titan IV and Space Shuttle launch data, it has been determined that the optimum averaging times for computing the maximum levels are (1) T (sub o) = 1.14 sec for the maximum overall level, and T(sub oi) = 4.88 f (sub i) (exp -0.2) sec for the maximum 1/3 octave band levels inside the Titan IV PLF, and (2) T (sub o) = 1.65 sec for the maximum overall level, and T (sub oi) = 7.10 f (sub i) (exp -0.2) sec for the maximum 1/3 octave band levels inside the Space Shuttle PLB, where f (sub i) is the 1/3 octave band center frequency. However, the results for both vehicles indicate that the total rms error in the maximum level estimates will be within 25 percent the minimum error for all averaging times within plus or minus 50 percent of the optimum averaging time, so a precise selection of the exact optimum averaging time is not critical. Based on these results, linear averaging times (T) are recommended for computing the maximum sound pressure level during lift-off.

Piersol, Allan G.↗
NASA NTRS2006

Assessment of Postflight Locomotor Performance Utilizing a Test of Functional Mobility: Strategic and Adaptive Responses

Space flight induces adaptive modification in sensorimotor function, allowing crewmembers to operate in the unique microgravity environment. This adaptive state, however, is inappropriate for a terrestrial environment. During a re-adaptation period upon their return to Earth, crewmembers experience alterations in sensorimotor function, causing various disturbances in perception, spatial orientation, posture, gait, and eye-head coordination. Following long duration space flight, sensorimotor dysfunction would prevent or extend the time required to make an emergency egress from the vehicle; compromising crew safety and mission objectives. We are investigating two types of motor learning that may interact with each other and influence a crewmember's ability to re-adapt to Earth's gravity environment. In strategic learning, crewmembers make rapid modifications in their motor control strategy emphasizing error reduction. This type of learning may be critical during the first minutes and hours after landing. In adaptive learning, long-term plastic transformations occur, involving morphological changes and synaptic modification. In recent literature these two behavioral components have been associated with separate brain structures that control the execution of motor strategies: the strategic component was linked to the posterior parietal cortex and the adaptive component was linked to the cerebellum (Pisella, et al. 2004). The goal of this paper was to demonstrate the relative contributions of the strategic and adaptive components to the re-adaptation process in locomotor control after long duration space flight missions on the International Space Station (ISS). The Functional Mobility Test (FMT) was developed to assess crewmember s ability to ambulate postflight from an operational and functional perspective. Sixteen crewmembers were tested preflight (3 sessions) and postflight (days 1, 2, 4, 7, 25) following a long duration space flight (approx 6 months) on the ISS. We have further analyzed the FMT data to characterize strategic and adaptive components during the postflight readaptation period. Crewmembers walked at a preferred pace through an obstacle course set up on a base of 10 cm thick medium density foam (Sunmate Foam, Dynamic Systems, Inc., Leicester, NC). The 6.0m X 4.0m course consisted of several pylons made of foam; a Styrofoam barrier 46.0cm high that crewmembers stepped over; and a portal constructed of two Styrofoam blocks, each 31cm high, with a horizontal bar covered by foam and suspended from the ceiling which was adjusted to the height of the crewmember s shoulder. The portal required crewmembers to bend at the waist and step over a barrier simultaneously. All obstacles were lightweight, soft and easily knocked over. Crewmembers were instructed to walk through the course as quickly and as safely as possible without touching any of the objects on the course. This task was performed three times in the clockwise direction and three times in the counterclockwise direction that was randomly chosen. The dependent measures for each trial were: time to complete the course (seconds) and the number of obstacles touched or knocked down. For each crewmember, the time to complete each FMT trial from postflight days 1, 2, 4, 7 and 25 were further analyzed. A single logarithmic curve using a least squares calculation was fit through these data to produce a single comprehensive curve (macro). This macro curve composed of data spanning 25 days, illustrates the re-adaptive learning function over the longer time scale term. Additionally, logarithmic curves were fit to the 6 data trials within each individual post flight test day to produce 5 separate daily curves. These micro curves, produced from data obtained over the course of minutes, illustrates the strategic learning function exhibited over a relative shorter time scale. The macro curve for all subjects exhibited adaptive motor learning patterns over the 25 day period. Howev, 9/16 crewmembers exhibited significant strategic motor learning patterns in their micro curves, as defined by m > 1 in the equation of the line y=m*LN(x) +b. These data indicate that postflight recovery in locomotor function involves both strategic and adaptive mechanisms. Future countermeasures will be designed to enhance both recovery processes.

Warren, L. E.↗
NASA NTRS2011

NASA System Safety Handbook: System Safety Framework and Concepts for Implementation - Volume 1

System safety assessment is defined in NPR 8715.3C, NASA General Safety Program Requirements as a disciplined, systematic approach to the analysis of risks resulting from hazards that can affect humans, the environment, and mission assets. Achievement of the highest practicable degree of system safety is one of NASA's highest priorities. Traditionally, system safety assessment at NASA and elsewhere has focused on the application of a set of safety analysis tools to identify safety risks and formulate effective controls.1 Familiar tools used for this purpose include various forms of hazard analyses, failure modes and effects analyses, and probabilistic safety assessment (commonly also referred to as probabilistic risk assessment (PRA)). In the past, it has been assumed that to show that a system is safe, it is sufficient to provide assurance that the process for identifying the hazards has been as comprehensive as possible and that each identified hazard has one or more associated controls. The NASA Aerospace Safety Advisory Panel (ASAP) has made several statements in its annual reports supporting a more holistic approach. In 2006, it recommended that "... a comprehensive risk assessment, communication and acceptance process be implemented to ensure that overall launch risk is considered in an integrated and consistent manner." In 2009, it advocated for "... a process for using a risk-informed design approach to produce a design that is optimally and sufficiently safe." As a rationale for the latter advocacy, it stated that "... the ASAP applauds switching to a performance-based approach because it emphasizes early risk identification to guide designs, thus enabling creative design approaches that might be more efficient, safer, or both." For purposes of this preface, it is worth mentioning three areas where the handbook emphasizes a more holistic type of thinking. First, the handbook takes the position that it is important to not just focus on risk on an individual basis but to consider measures of aggregate safety risk and to ensure wherever possible that there be quantitative measures for evaluating how effective the controls are in reducing these aggregate risks. The term aggregate risk, when used in this handbook, refers to the accumulation of risks from individual scenarios that lead to a shortfall in safety performance at a high level: e.g., an excessively high probability of loss of crew, loss of mission, planetary contamination, etc. Without aggregated quantitative measures such as these, it is not reasonable to expect that safety has been optimized with respect to other technical and programmatic objectives. At the same time, it is fully recognized that not all sources of risk are amenable to precise quantitative analysis and that the use of qualitative approaches and bounding estimates may be appropriate for those risk sources. Second, the handbook stresses the necessity of developing confidence that the controls derived for the purpose of achieving system safety not only handle risks that have been identified and properly characterized but also provide a general, more holistic means for protecting against unidentified or uncharacterized risks. For example, while it is not possible to be assured that all credible causes of risk have been identified, there are defenses that can provide protection against broad categories of risks and thereby increase the chances that individual causes are contained. Third, the handbook strives at all times to treat uncertainties as an integral aspect of risk and as a part of making decisions. The term "uncertainty" here does not refer to an actuarial type of data analysis, but rather to a characterization of our state of knowledge regarding results from logical and physical models that approximate reality. Uncertainty analysis finds how the output parameters of the models are related to plausible variations in the input parameters and in the modeling assumptions. The evaluation of unrtainties represents a method of probabilistic thinking wherein the analyst and decision makers recognize possible outcomes other than the outcome perceived to be "most likely." Without this type of analysis, it is not possible to determine the worth of an analysis product as a basis for making decisions related to safety and mission success. In line with these considerations the handbook does not take a hazard-analysis-centric approach to system safety. Hazard analysis remains a useful tool to facilitate brainstorming but does not substitute for a more holistic approach geared to a comprehensive identification and understanding of individual risk issues and their contributions to aggregate safety risks. The handbook strives to emphasize the importance of identifying the most critical scenarios that contribute to the risk of not meeting the agreed-upon safety objectives and requirements using all appropriate tools (including but not limited to hazard analysis). Thereafter, emphasis shifts to identifying the risk drivers that cause these scenarios to be critical and ensuring that there are controls directed toward preventing or mitigating the risk drivers. To address these and other areas, the handbook advocates a proactive, analytic-deliberative, risk-informed approach to system safety, enabling the integration of system safety activities with systems engineering and risk management processes. It emphasizes how one can systematically provide the necessary evidence to substantiate the claim that a system is safe to within an acceptable risk tolerance, and that safety has been achieved in a cost-effective manner. The methodology discussed in this handbook is part of a systems engineering process and is intended to be integral to the system safety practices being conducted by the NASA safety and mission assurance and systems engineering organizations. The handbook posits that to conclude that a system is adequately safe, it is necessary to consider a set of safety claims that derive from the safety objectives of the organization. The safety claims are developed from a hierarchy of safety objectives and are therefore hierarchical themselves. Assurance that all the claims are true within acceptable risk tolerance limits implies that all of the safety objectives have been satisfied, and therefore that the system is safe. The acceptable risk tolerance limits are provided by the authority who must make the decision whether or not to proceed to the next step in the life cycle. These tolerances are therefore referred to as the decision maker's risk tolerances. In general, the safety claims address two fundamental facets of safety: 1) whether required safety thresholds or goals have been achieved, and 2) whether the safety risk is as low as possible within reasonable impacts on cost, schedule, and performance. The latter facet includes consideration of controls that are collective in nature (i.e., apply generically to broad categories of risks) and thereby provide protection against unidentified or uncharacterized risks.

Dezfuli, Homayoon↗
NASA NTRS2015

SLS Test Stand Site Selection

Test site selection is a critical element of the design, development and production of a new system. With the advent of the new Space Launch System (SLS), the National Aeronautics and Space Administration (NASA) had a number of test site selection decisions that needed to be made early enough in the Program to support the planned Launch Readiness Date (LRD). This case study focuses on decisions that needed to be made in 2011 and 2012 in preparation for the April 2013 DPMC decision about where to execute the Main Propulsion Test that is commonly referred to as "Green Run." Those decisions relied upon cooperative analysis between the Program, the Test Lab and Center Operations. The SLS is a human spaceflight vehicle designed to carry a crew farther into space than humans have previously flown. The vehicle consists of four parts: the crew capsule, the upper stage, the core stage, and the first stage solid rocket boosters. The crew capsule carries the astronauts, while the upper stage, the core stage, and solid rocket boosters provide thrust for the vehicle. In other words, the stages provide the "lift" part of the lift vehicle. In conjunction with the solid rocket boosters, the core stage provides the initial "get-off-the-ground" thrust to the vehicle. The ignition of the four core stage engines and two solid rocket boosters is the first step in the launch portion of the mission. The solid rocket boosters burn out after about 2 minutes of flight, and are then jettisoned. The core stage provides thrust until the vehicle reaches a specific altitude and speed, at which point the core stage is shut off and jettisoned, and the upper stage provides vehicle thrust for subsequent mission trajectories. The integrated core stage primarily consists of a liquid oxygen tank, a liquid hydrogen tank, and the four core stage engines. For the SLS program, four RS-25 engines were selected as the four core stage engines. The RS-25 engine is the same engine that was used for Space Shuttle. The test plan for the integrated core stage was broken down into several segments: Component testing, system level testing, and element level testing. In this context, components are items such as valves, controllers, sensors, etc. Systems are items such as an entire engine, a tank, or the outer stage body. The core stage itself is considered to be an element. The rocket engines are also considered an element. At the program level, it was decided to perform a single green run test on the integrated core stage prior to shipment of it to Kennedy Space Center (KSC) for use in the EM-1 test flight of the SLS vehicle. A green run test is the first live fire of the new integrated core stage and engine elements - without boosters of course. The SLS Program had to decide where to perform SLS green run testing.

Crowe, Kathryn↗
NASA NTRS2013

Surface Freshwater Storage and Variability in the Amazon Basin from Multi-Satellite Observations, 1993-2007

The amount of water stored and moving through the surface water bodies of large river basins (river, floodplains, wetlands) plays a major role in the global water and biochemical cycles and is a critical parameter for water resources management. However, the spatio-temporal variations of these freshwater reservoirs are still widely unknown at the global scale. Here, we propose a hypsographic curve approach to estimate surface freshwater storage variations over the Amazon basin combining surface water extent from a multi-satellite-technique with topographic data from the Global Digital Elevation Model (GDEM) from Advance Spaceborne Thermal Emission and Reflection Radiometer (ASTER). Monthly surface water storage variations for 1993-2007 are presented, showing a strong seasonal and interannual variability, and are evaluated against in situ river discharge and precipitation. The basin-scale mean annual amplitude of approx. 1200 cu km is in the range of previous estimates and contributes to about half of the Gravity Recovery And Climate Experiment (GRACE) total water storage variations. For the first time, we map the surface water volume anomaly during the extreme droughts of 1997 (October-November) and 2005 (September-October) and found that during these dry events the water stored in the river and flood-plains of the Amazon basin was, respectively, approx. 230 (approx. 40%) and 210 (approx. 50%) cu km below the 1993-2007 average. This new 15year data set of surface water volume represents an unprecedented source of information for future hydrological or climate modeling of the Amazon. It is also a first step toward the development of such database at the global scale.

Storage↗
NASA NTRSDate not supplied

Modeling of Cavity Residence Time via Modeled Lagrangian Particle Tracking

One of the critical components in a scramjet is the cavity flame holder. In evaluating the sizing of this component, the residence time of the fuel in the cavity is a common parameter used. However, to obtain the residence time via CFD is an expensive undertaking. One method is to perform an LES simulation of the cavity and use Lagrangian particle tracking to obtain both the mean and probability density function of the time that the particles remain in the cavity. While this method affords a significant amount of information, it is very costly in CPU run time. A simpler method involves performing a time accurate RANS simulation of the cavity, and when converged, overlay a traceable scalar in the cavity region, and then record the decay of this scalar’s flux at a downstream location. The time scale of the decay rate can then be estimated and a residence time inferred. This method is less computationally expensive than the LES approach, but still requires a time-accurate solution while only providing a mean cavity residence time evaluation. In this paper a method of determining the mean cavity residence time as well as the Probability Density Function (PDF) of the residence time is proposed and demonstrated. This method is based on Lagrangian particle tracking modeled by the Generalized Langevin Equation and is implemented as a post-processing step for a steady RANS solution. Computational cost is on the order of minutes and the results are in agreement with values obtained by the LES and scalar decay methods.

Langevin↗
NASA NTRS2013

Evaluation of Aerosol Mixing State Classes in the GISS Modele-matrix Climate Model Using Single-particle Mass Spectrometry Measurements

Aerosol particles in the atmosphere are composed of multiple chemical species. The aerosol mixing state, which describes how chemical species are mixed at the single-particle level, provides critical information on microphysical characteristics that determine the interaction of aerosols with the climate system. The evaluation of mixing state has become the next challenge. This study uses aerosol time-of-flight mass spectrometry (ATOFMS) data and compares the results to those of the Goddard Institute for Space Studies modelE-MATRIX (Multiconfiguration Aerosol TRacker of mIXing state) model, a global climate model that includes a detailed aerosol microphysical scheme. We use data from field campaigns that examine a variety of air mass regimens (urban, rural, and maritime). At all locations, polluted areas in California (Riverside, La Jolla, and Long Beach), a remote location in the Sierra Nevada Mountains (Sugar Pine) and observations from Jeju (South Korea), the majority of aerosol species are internally mixed. Coarse aerosol particles, those above 1 micron, are typically aged, such as coated dust or reacted sea-salt particles. Particles below 1 micron contain large fractions of organic material, internally-mixed with sulfate and black carbon, and few external mixtures. We conclude that observations taken over multiple weeks characterize typical air mass types at a given location well; however, due to the instrumentation, we could not evaluate mass budgets. These results represent the first detailed comparison of single-particle mixing states in a global climate model with real-time single-particle mass spectrometry data, an important step in improving the representation of mixing state in global climate models.

climate models↗
NASA NTRS2019

Channel Wall Nozzle Manufacturing Technology Advancements for Liquid Rocket Engines

A regeneratively-cooled nozzle is a critical component for expansion of the hot gases to enable high temperature and performance liquid rocket engines systems. Channel wall nozzles are a design solution used across the propulsion industry as a simplified method to fabricate the nozzle structure with internal coolant passages. The scale and complexity of the channel wall nozzle (CWN) design is challenging to fabricate leading to extended lead times and higher costs. Some of these challenges include: 1) unique and high temperature materials, 2) Tight tolerances during manufacturing and assembly to contain high pressure propellants, 3) thin-walled features to maintain adequate wall temperatures, and 4) Unique manufacturing process operations and tooling. The United States (U.S.) National Aeronautics and Space Administration (NASA) along with U.S. specialty manufacturing vendors are maturing modern fabrication techniques to reduce complexity and decrease costs associated with channel wall nozzle manufacturing technology. Additive Manufacturing (AM) is one of the key technology advancements being evaluated for channel wall nozzles. Much of additive manufacturing for propulsion components has focused on powder bed fusion, but the scale is not yet feasible for application to large scale nozzles. NASA is evolving directed energy deposition (DED) techniques for nozzles including arc-based deposition, blown powder deposition, and Laser Wire Direct Closeout (LWDC). There are different approaches being considered for fabrication of the nozzle and each of these DED processes offer unique process steps for rapid fabrication. The arc-based and blown powder deposition techniques are being used for the forming of the CWN liner. A variety of materials are being demonstrated including Inconel 625, Haynes 230, JBK-75, and NASA HR-1. The blown powder DED process is also being demonstrated for forming an integral channel nozzle in a single operation in similar materials. The LWDC process is a method for closing out the channels within the liner and forming the structural jacket using a localized laser wire deposition technique. Identical materials mentioned above have been used for this process in addition to bimetallic closeout (C-18150–SS347, and C-18150–Inconel 625). NASA has completed process development, material characterization, and hot-fire testing on a variety of these channel wall nozzle fabrication techniques. This paper will present an overview of the various processes and materials being evaluated and the results from the hot-fire testing. Future development and technology focus areas will also be discussed relative to channel wall nozzle manufacturing.

Gradl, Paul R.↗
NASA NTRS2013

Wireline Deep Drill for the Exploration of Icy Bodies

One of the most pressing current questions in space science is whether life has ever arisen anywhere else in the universe. Water is a critical prerequisite for all life-as-we-know-it, thus the possible exploration targets for extraterrestrial life are bodies that have or had copious liquid: Mars, Europa, and Enceladus. Due to the oxidizing nature of Mars' surface, as well as subsurface liquid water reservoirs present on Europa and Enceladus, the search for evidence of existing life must likely focus on subsurface locations, at depths sufficient to support liquid water or retain biologic signatures. To address these questions, an Auto-Gopher sampler has been developed that is a wireline type drill. This drill is suspended on a tether and its motors and mechanisms are built into a tube that ends with a coring bit. The tether provides the mechanical connection to a rover/lander on a surface as well as power and data communication. Upon penetrating to a target depth, the drill is retracted from the borehole, the core is deposited into a sample transfer system, and the drill is lowered back into the hole. Wireline operation sidesteps one of the major drawbacks of traditional continuous drill string systems by obviating the need for multiple drill sections, which add significantly to the mass and the complexity of the system (i.e. penetration rate was 40 cm per hour). Drilling to 2 meter depth and recovering of cores every 10 cm took a total time of 15 hours (a single step of drilling 10 cm and retrieving the core was 45 minutes). Total energy to reach the 2 m depth was 500 Whr. The Weight on Bit was limited to less than 70 Newton. The core recovery was 100%.

sampling↗
NASA NTRS1994

On-orbit spacecraft servicing: An element in the evolution of space robotics applications

This paper addresses the renewed interest in on-orbit spacecraft servicing (OSS), and how it fits into the evolution of space applications for intelligent robots. Investment in the development of space robotics and associated technologies is growing as nations recognize that it is a critical component of the exploration and commercial development of space. At the same time, changes in world conditions have generated a renewal of the interest in OSS. This is reflected in the level of activity in the U.S., Japan and Europe in the form of studies and technology demonstration programs. OSS is becoming widely accepted as an opportunity in the evolution of space robotics applications. Importantly, it is a feasible proposition with current technologies and the direction of ongoing research and development activities. Interest in OSS dates back more than two decades, and several programs have been initiated, but no operational system has come on line, arguably with the Shuttle as the exception. With new opportunities arising, however, a fresh look at the feasibility of OSS is warranted. This involves the resolution of complex market, technical and political issues, through market studies, economic analyses, mission requirement definitions, trade studies, concept designs and technology demonstrations. System architectures for OSS are strongly dependent on target spacecraft design and launch delivery systems. Performance and cost factors are currently forcing significant changes in these areas. This presents both challenges and opportunities in the provision of OSS services. In conclusion, there is no question OSS will become a reality, but only when the technical feasibility is combined with either economic viability or political will. In the evolution of space robotics satellite servicing can become the next step towards its eventual role in support of planetary exploration and human beings' journey out into the universe.

Anders, Carl J.↗
NASA NTRSDate not supplied

NICS (NASA Instrument Capabilities Study) Instrument Schedule and Cost Study

This paper summarizes work performed on the Flight Projects Directorate Planetary Science Projects Division (PSPD, Code 430) NICS (NASA Instrument Capabilities study) instrument schedule and cost study. Included are a short summary of the original NICS (NASA, 2008), and the design and approach, data collection, analysis, preliminary findings and recommendations from select areas of the current study. The NICS (2008) was chartered by then NASA Chief Engineer Michael Ryschkewitsch and chaired by Goddard Space Flight Center (GSFC) engineer, John Leon. The focus was to identify problem areas in instrument development and, if possible, to offer solutions. In the area of instrument developments, the NICS (2008) identified a lack of resources and authority to successfully manage to instrument cost and schedule requirements; and a lack of critical skills, expertise, and leadership to successfully implement unique (one-of-a-kind) high technology developments (NASA, 2008, pp. 51, 52). Additionally, the NICS (2008) found problems in requirements formulation, reviews and management; unrealistic caps and overly optimistic estimates; and externally directed changes which increased the likelihood of overrunning cost and schedule (NASA, 2008, pp.53, 54). It is noteworthy that NICS findings are consistent with previous studies at the mission level (Robbins, Schmidt & White, 2020). Five years later in 2013, the Instrument Projects Division (IPD) was established to implement and manage instrument projects greater than $20M. The IPD was known as Code 490. Its structure incorporated several of the NICS (2008) recommendations. To see if these incorporated recommendations made a difference, and to identify other potential challenges in instrument developments, two parallel studies were initiated. Originally led by the IPD, now led by the PSPD, and the Instrument and Payload Systems Engineering Branch (IPSE, Code 592), respectively, the instrument schedule and cost study and the instrument technical complexity study began in 2017. Data collection was initiated in 2020 and is on-going. This paper is limited to the IPD/PSPD study. Among other findings, preliminary data indicate IPD/PSPD project management support positively influenced instrument development as related to providing a dedicated level of support staff, including a deputy Instrument Project Manager (dIPM), reducing IPM leadership changes, and providing other project support. Next steps include continued data collection and analysis, and mapping to technical complexity data.

NICS implementation↗
NASA NTRS2008

Reliability and Confidence Interval Analysis of a CMC Turbine Stator Vane

High temperature ceramic matrix composites (CMC) are being explored as viable candidate materials for hot section gas turbine components. These advanced composites can potentially lead to reduced weight, enable higher operating temperatures requiring less cooling and thus leading to increased engine efficiencies. However, these materials are brittle and show degradation with time at high operating temperatures due to creep as well as cyclic mechanical and thermal loads. In addition, these materials are heterogeneous in their make-up and various factors affect their properties in a specific design environment. Most of these advanced composites involve two- and three-dimensional fiber architectures and require a complex multi-step high temperature processing. Since there are uncertainties associated with each of these in addition to the variability in the constituent material properties, the observed behavior of composite materials exhibits scatter. Traditional material failure analyses employing a deterministic approach, where failure is assumed to occur when some allowable stress level or equivalent stress is exceeded, are not adequate for brittle material component design. Such phenomenological failure theories are reasonably successful when applied to ductile materials such as metals. Analysis of failure in structural components is governed by the observed scatter in strength, stiffness and loading conditions. In such situations, statistical design approaches must be used. Accounting for these phenomena requires a change in philosophy on the design engineer s part that leads to a reduced focus on the use of safety factors in favor of reliability analyses. The reliability approach demands that the design engineer must tolerate a finite risk of unacceptable performance. This risk of unacceptable performance is identified as a component's probability of failure (or alternatively, component reliability). The primary concern of the engineer is minimizing this risk in an economical manner. The methods to accurately determine the service life of an engine component with associated variability have become increasingly difficult. This results, in part, from the complex missions which are now routinely considered during the design process. These missions include large variations of multi-axial stresses and temperatures experienced by critical engine parts. There is a need for a convenient design tool that can accommodate various loading conditions induced by engine operating environments, and material data with their associated uncertainties to estimate the minimum predicted life of a structural component. A probabilistic composite micromechanics technique in combination with woven composite micromechanics, structural analysis and Fast Probability Integration (FPI) techniques has been used to evaluate the maximum stress and its probabilistic distribution in a CMC turbine stator vane. Furthermore, input variables causing scatter are identified and ranked based upon their sensitivity magnitude. Since the measured data for the ceramic matrix composite properties is very limited, obtaining a probabilistic distribution with their corresponding parameters is difficult. In case of limited data, confidence bounds are essential to quantify the uncertainty associated with the distribution. Usually 90 and 95% confidence intervals are computed for material properties. Failure properties are then computed with the confidence bounds. Best estimates and the confidence bounds on the best estimate of the cumulative probability function for R-S (strength - stress) are plotted. The methodologies and the results from these analyses will be discussed in the presentation.

Murthy, Pappu L. N.↗
NASA NTRS2011

Solar Dynamics Observatory On-Orbit Jitter Testing, Analysis, and Mitigation Plans

The Solar Dynamics Observatory (SDO) was designed to understand the Sun and the Sun s influence on Earth. SDO was launched on February 11, 2010 carrying three scientific instruments: the Atmospheric Imaging Assembly (AIA), the Helioseismic and Magnetic Imager (HMI), and the Extreme Ultraviolet Variability Experiment (EVE). Both AIA and HMI are sensitive to high frequency pointing perturbations and have sub-arcsecond level line-of-sight (LOS) jitter requirements. Extensive modeling and analysis efforts were directed in estimating the amount of jitter disturbing the science instruments. To verify the disturbance models and to validate the jitter performance prior to launch, many jitter-critical components and subassemblies were tested either by the mechanism vendors or at the NASA Goddard Space Flight Center (GSFC). Although detailed analysis and assembly level tests were performed to obtain good jitter predictions, there were still several sources of uncertainties in the system. The structural finite element model did not have all the modes correlated to test data at high frequencies (greater than 50 Hz). The performance of the instrument stabilization system was not known exactly but was expected to be close to the analytical model. A true disturbance-to-LOS observatory level test was not available due to the tight schedule of the flight spacecraft, the cost in time and manpower, difficulties in creating gravity negation systems, and risks of damaging flight hardware. To protect the observatory jitter performance against model uncertainties, the SDO jitter team devised several on-orbit jitter reduction plans in addition to reserve margins on analysis results. Since some of these plans severely restricted the capabilities of several spacecraft components (e.g. wheels and High Gain Antennas), the SDO team performed on-orbit jitter tests to determine which jitter reduction plans, if any, were necessary to satisfy science LOS jitter requirements. The SDO on-orbit jitter tests were designed to satisfy the following four objectives: 1. Determine the acceptable reaction wheel operational speed range during Science Mode. 2. Determine HGA algorithm jitter parameters (number of stagger steps and enable/disable no-steprequests). 3. Determine acceptable EVE instrument filter wheels spin rates. 4. Determine if AIA instrument filter wheels excite the first AIA telescope structural mode. This paper provides detailed information on the SDO wheel jitter test plan, shows on-orbit jitter measurements and how ground predictions compare to those measurements, and describes the final jitter mitigation plan executed on SDO.

Liu, Kuo-Chia (Alice)↗
NASA NTRS1995

Mars Aqueous Chemistry Experiment (MACE)

The concept of an aqueous-based chemical analyzer for Martian surface materials has been demonstrated to be feasible. During the processes of analysis, design, breadboarding, and most importantly, testing, it has become quite apparent that there are many challenges in implementing such a system. Nonetheless, excellent progress has been made and a number of problems which arose have been solved. The ability to conduct this work under a development environment which is separate and which precedes the project-level development has allowed us to find solutions to these implementation realities at low cost. If the instrument had been selected for a mission without this laboratory pre-project work, the costs of implementation would be much higher. In the four areas covered in Sections D, E, F, and G of this Final Report, outstanding progress has been made. There still remains the task of flight-qualifying certain of the components. This is traditionally done under the aegis of a Flight Project, but just as the concept development can be done at much lower cost when kept small and focused, so could the qualification program of critical parts benefit. We recommend, therefore, that NASA consider means of such qualifications and brass-boarding, in advance of final flight development. This is a generic recommendation, but hardware such as the Mars aqueous chemistry experiment (MACE) and other similarly-new concepts are particularly applicable. MACE now has wide versatility, in being able to reliably dispense both liquids and solids as chemical reagents to an entire suite of samples. The hardware and the experiment is much simpler than was developed for the Viking Biology instrument, yet can accomplish all the inorganic chemical measurements that the Viking desing was capable of. In addition, it is much more flexible and versatile to new experiment protocols (and reagents) than the Viking design ever could have been. MACE opens up the opportunity for many different scientific disciplines to design sub- experiments and to benefit from the investigations that can be conducted. In this sense, it will have the value of a facility, although our recommendation would be that it be under the stewardship of a single lead investigator to insure that conflicting requirements not compromise the straight-forward design that have been achieved. MACE is an excellent candidate for upcoming Mars missions, including the Mars Surveyor Program (MSP) lander missions in 2001 and 2003. In addition, it could be used for any mission to the surface of any other planet or planetary body (including small bodies). An important next step is to encourage various investigators to propose specific uses for this experiment that specifically address their major scientific objectives for upcoming missions.

Benton, Clark C.↗
NASA NTRS2009

Reaction Wheel Disturbance Model Extraction Software - RWDMES

The RWDMES is a tool for modeling the disturbances imparted on spacecraft by spinning reaction wheels. Reaction wheels are usually the largest disturbance source on a precision pointing spacecraft, and can be the dominating source of pointing error. Accurate knowledge of the disturbance environment is critical to accurate prediction of the pointing performance. In the past, it has been difficult to extract an accurate wheel disturbance model since the forcing mechanisms are difficult to model physically, and the forcing amplitudes are filtered by the dynamics of the reaction wheel. RWDMES captures the wheel-induced disturbances using a hybrid physical/empirical model that is extracted directly from measured forcing data. The empirical models capture the tonal forces that occur at harmonics of the spin rate, and the broadband forces that arise from random effects. The empirical forcing functions are filtered by a physical model of the wheel structure that includes spin-rate-dependent moments (gyroscopic terms). The resulting hybrid model creates a highly accurate prediction of wheel-induced forces. It accounts for variation in disturbance frequency, as well as the shifts in structural amplification by the whirl modes, as the spin rate changes. This software provides a point-and-click environment for producing accurate models with minimal user effort. Where conventional approaches may take weeks to produce a model of variable quality, RWDMES can create a demonstrably high accuracy model in two hours. The software consists of a graphical user interface (GUI) that enables the user to specify all analysis parameters, to evaluate analysis results and to iteratively refine the model. Underlying algorithms automatically extract disturbance harmonics, initialize and tune harmonic models, and initialize and tune broadband noise models. The component steps are described in the RWDMES user s guide and include: converting time domain data to waterfall PSDs (power spectral densities); converting PSDs to order analysis data; extracting harmonics; initializing and simultaneously tuning a harmonic model and a wheel structural model; initializing and tuning a broadband model; and verifying the harmonic/broadband/structural model against the measurement data. Functional operation is through a MATLAB GUI that loads test data, performs the various analyses, plots evaluation data for assessment and refinement of analysis parameters, and exports the data to documentation or downstream analysis code. The harmonic models are defined as specified functions of frequency, typically speed-squared. The reaction wheel structural model is realized as mass, damping, and stiffness matrices (typically from a finite element analysis package) with the addition of a gyroscopic forcing matrix. The broadband noise model is realized as a set of speed-dependent filters. The tuning of the combined model is performed using nonlinear least squares techniques. RWDMES is implemented as a MATLAB toolbox comprising the Fit Manager for performing the model extraction, Data Manager for managing input data and output models, the Gyro Manager for modifying wheel structural models, and the Harmonic Editor for evaluating and tuning harmonic models. This software was validated using data from Goodrich E wheels, and from GSFC Lunar Reconnaissance Orbiter (LRO) wheels. The validation testing proved that RWDMES has the capability to extract accurate disturbance models from flight reaction wheels with minimal user effort.

Blaurock, Carl↗
NASA NTRS2020

Technology Advancements for Channel Wall Nozzle Manufacturing In Liquid Rocket Engines

A regeneratively-cooled or dump-cooled nozzle is a critical component for expansion of hot gases to enable high temperature and performance in liquid rocket engines systems. Regeneratively-cooled channel wall nozzles are a design solution used across the propulsion industry as a simplified method to fabricate the nozzle structure with internal coolant passages. The scale and complexity of the channel wall nozzle (CWN) design can be challenging to fabricate which results in extended lead times and higher costs. Some of these challenges include: 1) Unique and high temperature materials, 2) Tight tolerances on large parts during manufacturing and assembly to contain high pressure propellants, 3) Thin-walled features to maintain adequate wall temperatures, and 4) Unique manufacturing process operations and complex tooling. The United States (U.S.) National Aeronautics and Space Administration (NASA) and U.S. specialty manufacturing vendors are maturing modern fabrication techniques to reduce complexity and decrease costs associated with channel wall nozzle manufacturing technology. Additive Manufacturing (AM) is one of the key technology advancements under evaluation for channel wall nozzles. Much of additive manufacturing for propulsion components has focused on laser powder bed fusion (L-PBF), but the scale is not yet feasible for application to large scale nozzles. NASA is evolving directed energy deposition (DED) techniques for nozzles including arc-based deposition, blown powder deposition, and Laser Wire Direct Closeout (LWDC). There are different approaches being considered for fabrication of the nozzle, and each of these DED processes offer unique process steps for rapid fabrication. The arc-based and blown powder deposition techniques are used for the forming of the CWN liner. A variety of materials are being demonstrated including Inconel 625, Haynes 230, JBK-75, and NASA HR-1. The blown powder DED process is also being demonstrated for forming an integral channel nozzle in a single operation in similar materials. The LWDC process is a method for closing out the channels within the liner and forming the structural jacket using a localized laser wire deposition technique. Identical materials mentioned above have been used for this process in addition to bimetallic closeout (C-18150–SS347, and C-18150–Inconel 625). NASA has completed process development, material characterization, and hot-fire testing on a variety of these channel wall nozzle fabrication technique. This publication presents an overview of the various channel wall nozzle manufacturing processes and materials under evaluation including results from the hot-fire testing. Future development and technology focus areas is also discussed relative to channel wall nozzle manufacturing.

Additive manufacturing↗