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Using the Integrated Vehicle Health Management Research Test and Integration Plan Wiki to Identify Synergistic Test Opportunities

The National Aeronautics and Space Administration (NASA) and the aviation industry have recognized a need for developing a method to identify and combine resources to carry out research and testing more efficiently. The Integrated Vehicle Health Management (IVHM) Research Test and Integration Plan (RTIP) Wiki is a tool that is used to visualize, plan, and accomplish collaborative research and testing. Synergistic test opportunities are developed using the RTIP Wiki, and include potential common resource testing that combines assets and personnel from NASA, industry, academia, and other government agencies. A research scenario is linked to the appropriate IVHM milestones and resources detailed in the wiki, reviewed by the research team members, and integrated into a collaborative test strategy. The scenario is then implemented by creating a test plan when appropriate and the research is performed. The benefits of performing collaborative research and testing are achieving higher Technology Readiness Level (TRL) test opportunities with little or no additional cost, improved quality of research, and increased communication among researchers. In addition to a description of the method of creating these joint research scenarios, examples of the successful development and implementation of cooperative research using the IVHM RTIP Wiki are given.

Koelfgen, Syri J.↗

The mGA1.0: A common LISP implementation of a messy genetic algorithm

Genetic algorithms (GAs) are finding increased application in difficult search, optimization, and machine learning problems in science and engineering. Increasing demands are being placed on algorithm performance, and the remaining challenges of genetic algorithm theory and practice are becoming increasingly unavoidable. Perhaps the most difficult of these challenges is the so-called linkage problem. Messy GAs were created to overcome the linkage problem of simple genetic algorithms by combining variable-length strings, gene expression, messy operators, and a nonhomogeneous phasing of evolutionary processing. Results on a number of difficult deceptive test functions are encouraging with the mGA always finding global optima in a polynomial number of function evaluations. Theoretical and empirical studies are continuing, and a first version of a messy GA is ready for testing by others. A Common LISP implementation called mGA1.0 is documented and related to the basic principles and operators developed by Goldberg et. al. (1989, 1990). Although the code was prepared with care, it is not a general-purpose code, only a research version. Important data structures and global variations are described. Thereafter brief function descriptions are given, and sample input data are presented together with sample program output. A source listing with comments is also included.

Goldberg, David E.↗

Slush Hydrogen Technology Program

A slush hydrogen (SH2) technology facility (STF) was designed, fabricated, and assembled by a contractor team of McDonnell Douglas Aerospace (MDA), Martin Marietta Aerospace Group (MMAG), and Air Products and Chemicals, Inc. (APCI). The STF consists of a slush generator which uses the freeze-thaw production process, a vacuum subsystem, a test tank which simulates the NASP vehicle, a triple point hydrogen receiver tank, a transfer subsystem, a sample bottle, a pressurization system, and a complete instrumentation and control subsystem. The STF was fabricated, checked-out, and made ready for testing under this contract. The actual SH2 testing was performed under the NASP consortium following NASP teaming. Pre-STF testing verified SH2 production methods, validated special SH2 instrumentation, and performed limited SH2 pressurization and expulsion tests which demonstrated the need for gaseous helium pre-pressurized of SH2 to control pressure collapse. The STF represents cutting-edge technology development by an effective Government-Industry team under very tight cost and schedule constraints.

Cady, Edwin C.↗

Aircraft Fuel Cell Power Systems

In recent years, fuel cells have been explored for use in aircraft. While the weight and size of fuel cells allows only the smallest of aircraft to use fuel cells for their primary engines, fuel cells have showed promise for use as auxiliary power units (APUs), which power aircraft accessories and serve as an electrical backup in case of an engine failure. Fuel cell MUS are both more efficient and emit fewer pollutants. However, sea-level fuel cells need modifications to be properly used in aircraft applications. At high altitudes, the ambient air has a much lower pressure than at sea level, which makes it much more difficult to get air into the fuel cell to react and produce electricity. Compressors can be used to pressurize the air, but this leads to added weight, volume, and power usage, all of which are undesirable things. Another problem is that fuel cells require hydrogen to create electricity, and ever since the Hindenburg burst into flames, aircraft carrying large quantities of hydrogen have not been in high demand. However, jet fuel is a hydrocarbon, so it is possible to reform it into hydrogen. Since jet fuel is already used to power conventional APUs, it is very convenient to use this to generate the hydrogen for fuel-cell-based APUs. Fuel cells also tend to get large and heavy when used for applications that require a large amount of power. Reducing the size and weight becomes especially beneficial when it comes to fuel cells for aircraft. My goal this summer is to work on several aspects of Aircraft Fuel Cell Power System project. My first goal is to perform checks on a newly built injector rig designed to test different catalysts to determine the best setup for reforming Jet-A fuel into hydrogen. These checks include testing various thermocouples, transmitters, and transducers, as well making sure that the rig was actually built to the design specifications. These checks will help to ensure that the rig will operate properly and give correct results when it is finally ready for testing. Another of my goals is to test new membranes for use in proton-exchange membrane fuel cells, in the hope that these membranes can increase the electricity that is produced by he1 cells. Producing more electricity means that fewer fuel cells are needed, thus reducing the weight and volume of an APU based on fuel cells, making such an APU much more viable.

Needham, Robert↗

Space Station Technology Summary

The completion of the Space Station Propulsion Advanced Technology Programs established an in-depth data base for the baseline gaseous oxygen/gaseous hydrogen thruster, the waste gas resistojet, and the associated system operations. These efforts included testing of a full end-to-end system at National Aeronautics and Space Administration (NASA)-Marshall Space Flight Center (MSFC) in which oxygen and hydrogen were generated from water by electrolysis at 6.89 MPa (1,000 psia), stored and fired through the prototype thruster. Recent end-to-end system tests which generate the oxygen/hydrogen propellants by electrolysis of water at 20.67 MPa (3,000 psia) were completed on the Integrated Propulsion Test Article (IPTA) at NASA-Johnson Space Center (JSC). Resistojet testing has included 10,000 hours of life testing, plume characterization, and electromagnetic interference (EMI) testing. Extensive 25-lbf thruster testing was performed defining operating performance characteristics across the required mixture ratio and thrust level ranges. Life testing has accumulated 27 hours of operation on the prototype thruster. A total of seven injectors and five thrust chambers were fabricated to the same basic design. Five injectors and three thrust chambers designed to incorporate improved life, performance, and producibility characteristics are ready for testing. Five resistojets were fabricated and tested, with modifications made to improve producibility. The lessons learned in the area of producibility for both the O2/H2 thrusters and for the resistojet have resolved critical fabrication issues. The test results indicate that all major technology issues for long life and reliability for space station application were resolved.

Iacabucci, R.↗

Status of Mars Retropropulsion Testing in the Langley Unitary Plan Wind Tunnel

Future Mars human landings will be enabled by a powered descent phase starting at supersonic conditions, something which has never been done before on a Mars mission. Significant aerosciences challenges exist due to jet interactions between the retrorocket engine plumes, freestream flow, and vehicle that will affect the aerodynamic behavior during powered descent. Historically, wind tunnel tests have been used to study the interactions with inert gas exhaust simulants in place of rocket engines. On the computational side, flowfield simulations have been completed at full-scale conditions, but the available ground and flight data are not appropriate for calibrating computational uncertainties for aerodynamic interference on proposed Mars descent vehicles, due to insufficient data, dissimilar vehicle geometries, and disparate operating conditions. A wind tunnel test has been designed to begin addressing powered descent aerodynamics risks for large-scale human Mars entry concepts and to identify gaps in computational predictive capabilities. The test will be conducted in the NASA Langley Unitary Plan Wind Tunnel and is designed with improvements in model design and data products over past tests. The test campaign will be run using sub-scale model geometries derived from NASA powered descent reference vehicles: a blunt low lift-to-drag vehicle and a more slender geometry that generates higher unpowered lift. Both models have been fabricated and are ready for testing. The blunt model is equipped with the flexibility to examine the effects of nozzle pointing direction, number, location, size, and area ratio. The main measurements are heatshield aerodynamic interference forces and moments with a custom flow-through balance, discrete and distributed heatshield pressure, and high-speed flowfield visualization. This paper covers the test objectives, facility, models and instrumentation, and planned test matrix.

Mars↗

Status of Mars Retropropulsion Testing in the Langley Unitary Plan Wind Tunnel

Future Mars human landings will be enabled by a powered descent phase starting at supersonic conditions, something which has never been done before on a Mars mission. Significant aerosciences challenges exist due to jet interactions between the retrorocket engine plumes, freestream flow, and vehicle that will affect the aerodynamic behavior during powered descent. Historically, wind tunnel tests have been used to study the interactions with inert gas exhaust simulants in place of rocket engines. On the computational side, flowfield simulations have been completed at full-scale conditions, but the available ground and flight data are not appropriate for calibrating computational uncertainties for aerodynamic interference on proposed Mars descent vehicles, due to insufficient data, dissimilar vehicle geometries, and disparate operating conditions. A wind tunnel test has been designed to begin addressing powered descent aerodynamics risks for large-scale human Mars entry concepts and to identify gaps in computational predictive capabilities. The test will be conducted in the NASA Langley Unitary Plan Wind Tunnel and is designed with improvements in model design and data products over past tests. The test campaign will be run using sub-scale model geometries derived from NASA powered descent reference vehicles: a blunt low lift-to-drag vehicle and a more slender geometry that generates higher unpowered lift. Both models have been fabricated and are ready for testing. The blunt model is equipped with the flexibility to examine the effects of nozzle pointing direction, number, location, size, and area ratio. The main measurements are heatshield aerodynamic interference forces and moments with a custom flow-through balance, discrete and distributed heatshield pressure, and high-speed flowfield visualization. This paper covers the test objectives, facility, models and instrumentation, and planned test matrix.

Supersonic Retropropulsion↗

Operationally Responsive Space Standard Bus Battery Thermal Balance Testing and Heat Dissipation Analysis

The focus of this paper will be on the thermal balance testing for the Operationally Responsive Space Standard Bus Battery. The Standard Bus thermal design required that the battery be isolated from the bus itself. This required the battery to have its own thermal control, including heaters and a radiator surface. Since the battery was not ready for testing during the overall bus thermal balance testing, a separate test was conducted to verify the thermal design for the battery. This paper will discuss in detail, the test set up, test procedure, and results from this test. Additionally this paper will consider the methods taken to determine the heat dissipation of the battery during charge and discharge. It seems that the heat dissipation for Lithium Ion batteries is relatively unknown and hard to quantify. The methods used during test and the post test analysis to estimate the heat dissipation of the battery will be discussed.

Marley, Mike↗

The Vacuum-Compacted Regolith Gripping Mechanism and Unmanned Flights via Quad-Rotors

During the course of the Kennedy Space Center Summer Internship, two main experiments were performed: The Vacuum-Compacted Regolith Gripping Mechanism and Unmanned Flights via Quad-copters. The objectives of the Vacuum-Compacted Regolith Gripping Mechanism, often abbreviated as the Granular Gripper, are to exhibit Space Technology, such as a soft robotic hand, lift different apparatuses used to excavate regolith, and conserve energy while executing its intended task. The project is being conducted to test how much weight the Granular Gripper can hold. With the use of an Animatronic Robotic Hand, Arduino Uno, and other components, the system was calibrated before actually conducting the intended weight test. The maximum weight each finger could hold with the servos running, in the order of pinky, ring, middle, and index fingers, are as follows: 1.340N, 1.456 N, 0.9579 N, and 1.358 N. Using the small vacuum pump system, the maximum weight each finger could hold, in the same order, was: 4.076 N, 6.159 N, 5.454 N, and 4.052 N. The maximum torques on each of the fingers when the servos were running, in the same respective order, was: 0.0777 Nm, 0.0533 Nm, 0.0648 Nm, and 0.0532 Nm. The maximum torques on the individual fingers, when the small vacuum pump was in effect, in the same order as above, was: 0.2318 Nm, 0.3032 Nm, 0.2741 Nm, and 0.1618 Nm. In testing all the fingers with the servos running, the total weight was 5.112 N and the maximum torque on the all the fingers was 0.2515 Nm. However, when the small vacuum pump system was used, the total weight was 19.741 N and the maximum torque on the all the fingers was 0.9713 Nm. The conclusion that was drawn stated that using the small vacuum pump system proved nearly 4 times more effective when testing how much weigh the hand could hold. The resistance provided by the compacted sand in the glove allowed more weight to be held by the hand and glove. Also, when the servos turned off and the hand still retaining its position, energy is being saved because the vacuum created the same resistance the running servos did without using power. The Unmanned Flights via Quad-rotors are built because multi-rotor dynamics are an important starting point and fair analog for space craft control systems and they make good terrestrial development platforms for various aspects of control for space crafts. The project is being conducted to see what the thrust response is going to be when a pulse width modulation command is sent to the control system since the quad-rotors are PWM controlled. A simulation environment in constructed so that one can quickly iterate and test different designs such as control systems, PID control vs. LDR control, and state estimation. Using two DIY Quad Kits, APM 2.6, testing apparatus (called a data acquisition system) to test the quad-rotors, and a simulation program such as Simulink, two quad-rotors are built and controlled via a simulation program, which is designed to be as realistic as possible and not idealistic. Due to the quad-rotors not being completely built nor ready for testing, there are no results or conclusions to report.

Granular Gripper↗

Labview Implementation of Image Processing and Phasing Control for the SIBOA Segmented Mirror Testbed

NASA is preparing to launch the Next Generation Space Telescope (NGST). This telescope will be larger than the Hubble Space Telescope, be launched on an Atlas missile rather than the Space Shuttle, have a segmented primary mirror, and be placed in a higher orbit. All these differences pose significant challenges.' This effort addresses the challenge of implementing an algorithm for aligning the segments of the primary mirror during the initial deployment that was designed by Philip Olivier and members of SOMTC (Space Optics Manufacturing Technology Center). The implementation was to be performed on the SIBOA (Systematic Image Based Optical Alignment) test bed. Unfortunately, hardware/software aspect concerning SIBOA and an extended time period for algorithm development prevented testing before the end of the study period. Properties of the digital camera were studied and understood, resulting in the current ability of selecting optimal settings regarding saturation. The study was successful in manually capturing several images of two stacked segments with various relative phases. These images can be used to calibrate the algorithm for future implementation. Currently the system is ready for testing.

James D. Partridge↗

Lightweight Chambers for Thrust Cell Applications

Traditional metals like steel and copper alloys have been used for many years to fabricate injector and chamber components of thruster assemblies. While the materials perform well, reducing engine weights would help existing and future vehicles gain performance and payload capability. It may now be possible to reduce current thruster weights up to 50% by applying composite materials. In this task, these materials are being applied to an existing thrust cell design to demonstrate new fabrication processes and potential weight savings. Two ceramic matrix composite (CMC) designs, three polymer matrix composite (PMC) designs, and two metal matrix composite (MMC) designs are being fabricated as small chamber demonstration units. In addition, a new alloy of copper, chrome, and niobium (Cu-8Cr-4Nb) is being investigated for thrust chamber liners since it offers higher strength and increased cycle life over traditional alloys. This new alloy is being used for the liner in each MMC and PMC demonstration unit. During June-August of 2000, hot-fire testing of each unit is planned to validate designs in an oxygen/hydrogen environment at chamber pressures around 850 psi. Although the weight savings using CMC materials is expected to be high, they have proven to be much harder to incorporate into chamber designs based on current fabrication efforts. However, the PMC & MMC concepts using the Cu-8Cr-4Nb liner are nearly complete and ready for testing. Additional efforts intend to use the PMC & MMC materials to fabricate a full size thrust chamber (60K lb(sub f) thrust class). The fabrication of this full size unit is expected to be complete by October 2000, followed by hot-fire testing in November-December 2000.

Elam, S.↗

Design and Development Comparison of Rapid Cycle Amine 1.0, 2.0, and 3.0

The development of the Rapid Cycle Amine (RCA) swing-bed technology for carbon dioxide (CO2) removal has been in progress since favorable results were published in 1996. Shortly thereafter, a prototype was designed, developed, and tested successfully and delivered to Johnson Space Center in 1999. An improved prototype (RCA 1.0) was delivered to NASA in 2006 and sized for the extravehicular activity (EVA). The RCA swing-bed technology is a regenerative system which employs two alternating solid-amine sorbent beds to remove CO2 and water. The two-bed design employs a chemisorption process whereby the beds alternate between adsorption and desorption. This process provides for an efficient RCA operation that enables one bed to be in adsorb (uptake) mode, while the other is in the desorb (regeneration) mode. The RCA has progressed through several iterations of technology readiness levels. Test articles have now been designed, developed, and tested for the advanced space suit portable life support system (PLSS) including RCA 1.0, RCA 2.0, and RCA 3.0. The RCA 3.0 was the most recent RCA fabrication and was delivered to NASA-JSC in June 2015. The RCA 1.0 test article was designed with a pneumatically actuated linear motion spool valve. The RCA 2.0 and 3.0 test articles were designed with a valve assembly which allows for switching between uptake and regeneration modes while minimizing gas volume losses to the vacuum source. RCA 2.0 and 3.0 also include an embedded controller design to control RCA operation and provide the capability of interfacing with various sensors and other ventilation loop components. The RCA technology is low power, small, and has fulfilled all test requirements levied upon the technology during development testing thus far. This paper will provide an overview of the design and development of RCA 1.0, 2.0 and 3.0 including detail differences between the design specifications of each. Nomenclature.

Chullen, Cinda↗

Design and Development Comparison of Rapid Cycle Amine 1.0, 2.0, and 3.0

The development of the Rapid Cycle Amine (RCA) swing-bed technology for carbon dioxide (CO2) removal has been in progress since favorable results were published in 1996. Shortly thereafter, a prototype was designed, developed, and tested successfully and delivered to Johnson Space Center in 1999. An improved prototype was delivered to NASA in 2006 and was notated as RCA 1.0 and sized for the extravehicular activity (EVA). The new RCA swing-bed technology is a regenerative system which employs two alternating solid-amine sorbent beds to remove CO2 and water. The two- bed design employs a chemisorption process whereby the beds alternate between adsorbtion and desorbsion. This process provides for an efficient operation of the RCA so that while one bed is in adsorb (uptake) mode, the other is in the desorb (regeneration) mode. The RCA has now progressed through several iterations of technology readiness levels. Test articles have now been designed, developed, and tested for the advanced space suit portable life support system (PLSS) including RCA 1.0, RCA 2.0, and RCA 3.0. The RCA 3.0 was the most recent RCA fabrication and was delivered to NASA-JSC in June 2015. The RCA 1.0 test article was designed with a pneumatically actuated linear motion spool valve. The RCA 2.0 and 3.0 test articles were designed with a valve assembly which allows for switching between uptake and regeneration modes while minimizing gas volume losses to the vacuum source. RCA 2.0 and 3.0 also include an embedded controller design to control RCA operation and provide the capability of interfacing with various sensors and other ventilation loop components. The RCA technology is low power, small, and has fulfilled all test requirements levied upon the technology during development testing thus far. This paper will provide an overreview of the design and development of RCA 1.0, 2.0 and 3.0 including detail differences between the design specifications of each.

Chullen, Cinda↗

Space Power Facility Readiness for Space Station Power System Testing

This document provides information which shows that the NASA Lewis Research Center's Space Power Facility (SPF) will be ready to execute the Space Station electric power system thermal vacuum chamber testing. The SPF is located at LeRC West (formerly the Plum Brook Station), Sandusky, Ohio. The SPF is the largest space environmental chamber in the world, having an inside horizontal diameter of 100 ft. and an inside height at the top of the hemisphere of 122 ft. The vacuum system can achieve a pressure lower than 1 x 10(exp -5) Torr. The cryoshroud, cooled by gaseous nitrogen, can reach a temperature of -250 F, and is 80 ft. long x 40 ft. wide x 22 ft. high. There is access to the chamber through two 50 ft. x 50 ft. doors. Each door opens into an assembly area about 150 ft. long x 70 ft. wide x 80 ft. high. Other available facilities are offices, shop area, data acquisition system with 930 pairs of hard lines, 7 megawatts of power to chamber, 245K gal. liquid nitrogen storage, cooling tower, natural gas, service air, and cranes up to 25 tons.

Smith, Roger L.↗

Pre-Launch End-to-End Testing Plans for the SPAce Readiness Coherent Lidar Experiment (SPARCLE)

The SPAce Readiness Coherent Lidar Experiment (SPARCLE) mission was proposed as a low cost technology demonstration mission, using a 2-micron, 100-mJ, 6-Hz, 25-cm, coherent lidar system based on demonstrated technology. SPARCLE was selected in late October 1997 to be NASA's New Millennium Program (NMP) second earth-observing (EO-2) mission. To maximize the success probability of SPARCLE, NASA/MSFC desired expert guidance in the areas of coherent laser radar (CLR) theory, CLR wind measurement, fielding of CLR systems, CLR alignment validation, and space lidar experience. This led to the formation of the NASA/MSFC Coherent Lidar Technology Advisory Team (CLTAT) in December 1997. A threefold purpose for the advisory team was identified as: 1) guidance to the SPARCLE mission, 2) advice regarding the roadmap of post-SPARCLE coherent Doppler wind lidar (CDWL) space missions and the desired matching technology development plan 3, and 3) general coherent lidar theory, simulation, hardware, and experiment information exchange. The current membership of the CLTAT is shown. Membership does not result in any NASA or other funding at this time. We envision the business of the CLTAT to be conducted mostly by email, teleconference, and occasional meetings. The three meetings of the CLTAT to date, in Jan. 1998, July 1998, and Jan. 1999, have all been collocated with previously scheduled meetings of the Working Group on Space-Based Lidar Winds. The meetings have been very productive. Topics discussed include the SPARCLE technology validation plan including pre-launch end-to-end testing, the space-based wind mission roadmap beyond SPARCLE and its implications on the resultant technology development, the current values and proposed future advancement in lidar system efficiency, and the difference between using single-mode fiber optical mixing vs. the traditional free space optical mixing. attitude information from lidar and non-lidar sensors, and pointing knowledge algorithms will meet this second requirement. The topic of this paper is the pre-launch demonstration of the first requirement, adequate sensitivity of the SPARCLE lidar.

Kavaya, Michael J.↗

The Point-Focusing Thermal and Electric Applications Project - A progress report

The paper discusses the Point-Focusing Thermal and Electric Applications Project which encompasses three primary activities: (1) applications analysis and development, in which potential markets for small power systems (less than 10 MWe) are identified and characterized in order to provide requirements for design and information for activities relating to market development; (2) systems engineering and development, for analyses that will define the most appropriate small power system designs based on specific user requirements; and (3) experiment implementation and test, which deals with the design and placement of engineering experiments in various applications environments in order to test the readiness of the selected technology in an operational setting. Progress to date and/or key results are discussed throughout the text.

Marriott, A. T.↗

Advanced manufacturing development of a composite empennage component for L-1011 aircraft

Work on process verification and tooling development continued. The cover process development was completed with the decision to proceed with low resin content prepreg material (34 + or - 3% by weight) in the fabrication of production readiness verification test (PRVT) specimens and the full-scale covers. The structural integrity of the cover/joint design was verified with the successful test of the cover attachment to fuselage ancillary test specimen (H25). Failure occurred, as predicted, in the skin panel away from the fuselage joint at 141 percent of the design ultimate load. With the successful completion of the H25 test, the PRVT cover specimens, which are identical to the H25 ancillary test specimen, were cleared for production. Eight of the twenty cover specimens were fabricated and are in preparation for test. All twenty of the PRVT spar specimens were fabricated and also were prepared for test. The environmental chambers used in the durability test of ten cover and ten spar PRVT specimens were completed and installed in the load reaction frames.

Source record↗

Space exposure of composite materials for large space structures (A0134)

The objective of this experiment is to evaluate the effects of the near-Earth orbital environment on the physical and chemical properties of laminated continuous-filament composites and composites resin films for use in large space structures and advanced spacecraft. The experiment is passive and occupies about one-half of a 6-in.-deep peripheral tray. Specimens of composite materials and polymeric and resin films are arranged above and below the experiment mounting plate to enable both exposure and nonexposure to sunlight. This provides a comparison of the effects of ultraviolet plus vacuum plus thermal cycling and those of vacuum plus thermal cycling on these materials. The experiment tray is thermally isolated from the Long Duration Exposure Facility structure to allow the material specimens to experience a wide range of thermal cycles. Tensile and compression specimens will be used to evaluate the laminated composite materials. A number of the specimens are precut and ready for testing after space exposure, whereas other specimens will be prepared from larger samples.

Wayne S Slemp↗