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At least 1,261 records · Page 70

Full employment maintenance in the private sector

Operationally, full employment can be accomplished by applying modern computer capabilities, game and decision concepts, and communication feedback possibilities, rather than accepted economic tools, to the problem of assuring invariant full employment. The government must provide positive direction to individual firms concerning the net number of employees that each firm must hire or refrain from hiring to assure national full employment. To preserve free enterprise and the decision making power of the individual manager, this direction must be based on each private firm's own numerical employment projections.

Young, G. A.↗

New dimensions for man

The functions of man in space have been in a state of constant change since the first manned orbital flight. Initially, the onboard crewmen performed those tasks essential to piloting and navigating the spacecraft. The time devoted to these tasks has steadily decreased and the crewman's time is being allotted to functions other than orbital operations. The evolving functions include added orbital operational capabilities, experimentation, spacecraft maintenance, and fabrication of useful end items. The new functions will include routine utilization of the crewman to extend mission life, satellite retrieval and servicing, remote manipulator systems operations, and piloting of free-flying teleoperator systems. The most demanding tasks are anticipated to be associated with construction of large space structures. The projected changes will introduce innovative designs and revitalize the concepts for utilizing man in space.

Louviere, A. J.↗

In-Flight Operation of the Dawn Ion Propulsion System: Status at One Year from the Vesta Rendezvous

The Dawn mission, part of NASA's Discovery Program, has as its goal the scientific exploration of the two most massive main-belt asteroids, Vesta and Ceres. The Dawn spacecraft was launched from Cape Canaveral Air Force Station on September 27, 2007 on a Delta-II 7925H-9.5 (Delta-II Heavy) rocket that placed the 1218 kg spacecraft into an Earth-escape trajectory. On-board the spacecraft is an ion propulsion system (IPS) developed at the Jet Propulsion Laboratory which will provide most of the delta V needed for heliocentric transfer to Vesta, orbit capture at Vesta, transfer among Vesta science orbits, departure and escape from Vesta, heliocentric transfer to Ceres, orbit capture at Ceres, and transfer among Ceres science orbits. The Dawn ion thruster [I thought we only called it a thruster. Both terms are used in the paper, but I think a replacement of every occurrence of "engine" with "thruster" would be clearer.] design is based on the design validated on NASA's Deep Space 1 (DS1) mission. However, because of the very substantial (11 km/s) delta V requirements for this mission Dawn requires two engines to complete its mission objectives. The power processor units (PPU), digital control and interface units (DCIU) slice boards and the xenon control assembly (XCA) are derivatives of the components used on DS1. The DCIUs and thrust gimbal assemblies (TGA) were developed at the Jet Propulsion Laboratory. The spacecraft was provided by Orbital Sciences Corporation, Sterling, Virginia, and the mission is managed by and operated from the Jet Propulsion Laboratory. Dawn partnered with Germany, Italy and Los Alamos National Laboratory for the science instruments. The mission is led by the principal investigator, Dr. Christopher Russell, from the University of California, Los Angeles. The first 80 days after launch were dedicated to the initial checkout of the spacecraft followed by cruise to Mars. Cruise thrusting leading to a Mars gravity assist began on December 17, 2007 and was successfully concluded as planned on October 31, 2008. During this time period the Dawn IPS was operated mostly at full power for approximately 6500 hours, consumed 71.7 kg of xenon and delivered approximately 1.8 km/s of delta V to the spacecraft. The thrusting to Mars was followed by a coasting period of approximately 3.5 months that included a Mars flyby in February of 2009. The Mars flyby provided a gravity assist (MGA) for a plane change and approximately 1 km/s of heliocentric energy increase and is the only part of the mission following launch in which a needed velocity change is not accomplished by the IPS. During the coast period IPS was operated for a trajectory correction maneuver and for engineering tests but was not operated for primary propulsion. Closest approach to Mars occurred as planned on February 17, 2009 and was followed by another coasting period of just under 4 months in duration. During this last coasting phase IPS was operated only for routine maintenance activities and for system engineering tests. Deterministic thrusting for heliocentric transfer to Vesta resumed on June 8, 2009. Since resumption of cruise to Vesta IPS has been operated at throttled power levels, most of the time at full power, and with a duty cycle of approximately 93%, leading to an arrival at Vesta in July of 2011 and arrival at Ceres in February 2015. This paper provides an overview of Dawn's mission objectives and the results of Dawn IPS mission operations through one year from the spacecraft's rendezvous with Vesta.

Garner, Charles E.↗

Reliability and Maintainability Engineering - A Major Driver for Safety and Affordability

The United States National Aeronautics and Space Administration (NASA) is in the midst of an effort to design and build a safe and affordable heavy lift vehicle to go to the moon and beyond. To achieve that, NASA is seeking more innovative and efficient approaches to reduce cost while maintaining an acceptable level of safety and mission success. One area that has the potential to contribute significantly to achieving NASA safety and affordability goals is Reliability and Maintainability (R&M) engineering. Inadequate reliability or failure of critical safety items may directly jeopardize the safety of the user(s) and result in a loss of life. Inadequate reliability of equipment may directly jeopardize mission success. Systems designed to be more reliable (fewer failures) and maintainable (fewer resources needed) can lower the total life cycle cost. The Department of Defense (DOD) and industry experience has shown that optimized and adequate levels of R&M are critical for achieving a high level of safety and mission success, and low sustainment cost. Also, lessons learned from the Space Shuttle program clearly demonstrated the importance of R&M engineering in designing and operating safe and affordable launch systems. The Challenger and Columbia accidents are examples of the severe impact of design unreliability and process induced failures on system safety and mission success. These accidents demonstrated the criticality of reliability engineering in understanding component failure mechanisms and integrated system failures across the system elements interfaces. Experience from the shuttle program also shows that insufficient Reliability, Maintainability, and Supportability (RMS) engineering analyses upfront in the design phase can significantly increase the sustainment cost and, thereby, the total life cycle cost. Emphasis on RMS during the design phase is critical for identifying the design features and characteristics needed for time efficient processing, improved operational availability, and optimized maintenance and logistic support infrastructure. This paper discusses the role of R&M in a program acquisition phase and the potential impact of R&M on safety, mission success, operational availability, and affordability. This includes discussion of the R&M elements that need to be addressed and the R&M analyses that need to be performed in order to support a safe and affordable system design. The paper also provides some lessons learned from the Space Shuttle program on the impact of R&M on safety and affordability.

Safie, Fayssal M.↗

Developing a Crew Time Model for Human Exploration Missions to Mars

Candidate human missions to Mars require mission lengths that could extend beyond those that have previously been demonstrated during crewed Lunar (Apollo) and International Space Station (ISS) missions. The nature of the architectures required for deep space human exploration will likely necessitate major changes in how crews operate and maintain the spacecraft. The uncertainties associated with these shifts in mission constructs - including changes to habitation systems, transit durations, and system operations - raise concerns as to the ability of the crew to complete required overhead activities while still having time to conduct a set of robust exploration activities. This paper will present an initial assessment of crew operational requirements for human missions to the Mars surface. The presented results integrate assessments of crew habitation, system maintenance, and utilization to present a comprehensive analysis of potential crew time usage. Destination operations were assessed for a short (approx. 50 day) and long duration (approx. 500 day) surface habitation case. Crew time allocations are broken out by mission segment, and the availability of utilization opportunities was evaluated throughout the entire mission progression. To support this assessment, the integrated crew operations model (ICOM) was developed. ICOM was used to parse overhead, maintenance and system repair, and destination operations requirements within each mission segment - outbound transit, Mars surface duration, and return transit - to develop a comprehensive estimation of exploration crew time allocations. Overhead operational requirements included daily crew operations, health maintenance activities, and down time. Maintenance and repair operational allocations are derived using the Exploration Maintainability and Analysis Tool (EMAT) to develop a probabilistic estimation of crew repair time necessary to maintain systems functionality throughout the mission.

Battfeld, Bryan↗

Modified Universal Design Survey: Enhancing Operability of Launch Vehicle Ground Crew Worksites

Operability is a driving requirement for next generation space launch vehicles. Launch site ground operations include numerous operator tasks to prepare the vehicle for launch or to perform preflight maintenance. Ensuring that components requiring operator interaction at the launch site are designed for optimal human use is a high priority for operability. To promote operability, a Design Quality Evaluation Survey based on Universal Design framework was developed to support Human Factors Engineering (HFE) evaluation for NASA s launch vehicles. Universal Design per se is not a priority for launch vehicle processing however; applying principles of Universal Design will increase the probability of an error free and efficient design which promotes operability. The Design Quality Evaluation Survey incorporates and tailors the seven Universal Design Principles and adds new measures for Safety and Efficiency. Adapting an approach proven to measure Universal Design Performance in Product, each principle is associated with multiple performance measures which are rated with the degree to which the statement is true. The Design Quality Evaluation Survey was employed for several launch vehicle ground processing worksite analyses. The tool was found to be most useful for comparative judgments as opposed to an assessment of a single design option. It provided a useful piece of additional data when assessing possible operator interfaces or worksites for operability.

Blume, Jennifer L.↗

We Can't Count on Repairing All Failures Going to Mars

Reliability analysis often assumes that a complex system can be kept operating indefinitely with scheduled maintenance and emergency repair using a stock of spare parts, as long as the spare parts are not depleted. This assumption seems justified for well-tested, widely used, long operational systems with a multigenerational history of failure, redesign, and reliability growth. It seems doubtful that newer, relatively untried, high technology space systems can always be repaired. We cannot assume space systems will have a low rate of random failures that can all be repaired with a few identical spares. New untried systems usually have a high initial failure rate, called infant mortality, due to errors in requirements, design, parts, materials, and operations planning. These problems can cause groups of related failures called Common Cause Failures (CCFs). The practical definition of a CCF is any failure mode that cannot be cured using identical redundant systems or spare parts. Systems with CCFs may fail repeatedly for the same reason. Can a life support system be kept operating on the way to Mars using only redundant systems and spare parts? The failure history of International Space Station (ISS) life support systems suggests that CCFs are likely to occur and will probably require design changes rather than being reparable with spare parts.

Mars↗

Safety Critical Mechanisms

Spaceflight mechanisms have a reputation for being difficult to develop and operate successfully. This reputation is well earned. Many circumstances conspire to make this so: the environments in which the mechanisms are used are extremely severe, there is usually limited or no maintenance opportunity available during operation due to this environment, the environments are difficult to replicate accurately on the ground, the expense of the mechanism development makes it impractical to build and test many units for long periods of time before use, mechanisms tend to be highly specialized and not prone to interchangeability or off-the-shelf use, they can generate and store a lot of energy, and the nature of mechanisms themselves, as a combination of structures, electronics, etc. designed to accomplish specific dynamic performance, makes them very complex and subject to many unpredictable interactions of many types. In addition to their complexities, mechanism are often counted upon to provide critical vehicle functions that can result in catastrophic events should the functions not be performed. It is for this reason that mechanisms are frequently subjected to special scrutiny in safety processes. However, a failure tolerant approach, along with good design and development practices and detailed design reviews, can be developed to allow such notoriously troublesome mechanisms to be utilized confidently in safety-critical applications.

Robertson, Brandan↗

International Space Station Payload Operations Integration Center (POIC) Overview

Objectives and Goals: Maintain and operate the POIC and support integrated Space Station command and control functions. Provide software and hardware systems to support ISS payloads and Shuttle for the POIF cadre, Payload Developers and International Partners. Provide design, development, independent verification &validation, configuration, operational product/system deliveries and maintenance of those systems for telemetry, commanding, database and planning. Provide Backup Control Center for MCC-H in case of shutdown. Provide certified personnel and systems to support 24x7 facility operations per ISS Program. Payloads CoFR Implementation Plan (SSP 52054) and MSFC Payload Operations CoFR Implementation Plan (POIF-1006).

Ijames, Gayleen N.↗

Concepts for space maintenance of OTV engines

Concepts for space maintainability of OTV engines are examined. The advanced efforts are based on work recently completed for NASA Lewis Research Center Space Propulsion Technology Division. An engine design is developed which is driven by space maintenance requirements and by a failure modes and effects analysis. Modularity within the engine is shown to offer cost benefits and improved space maintenance capabilities. Space-operable disconnects are conceptualized for both engine change-out and for module replacement. Through FME mitigation the modules are conceptualized to contain the most often replaced engine components. A preliminary space maintenance plan is developed around a controls and condition monitoring system using advanced sensors, controls, and conditioning monitoring concepts.

Martinez, A.↗

Concepts for space maintenance of OTV engines

In this paper, concepts for space maintainability of Orbital Transfer Vehicles engines are examined. An engine design is developed which is driven by space maintenance requirements and by a Failure Modes and Effects Analysis (FMEA). Modularity within the engine is shown to offer cost benefits and improved space maintenance capabilities. Space-operable disconnects are conceptualized for both engine change-out and for module replacement. Through FME mitigation the modules are conceptualized to contain the most often replaced engine components. A preliminary space maintenance plan is developed around a Controls and Condition Monitoring system using advanced sensors, controls, and conditioning monitoring concepts.

Martinez, A.↗

Advanced Anti-Fouling Coatings to Improve the Efficiency of Coal Power Plants

As the total cost of carbon to generate energy has become a global concern, operators are increasingly looking at all parts of the generation cycle to find areas where efficiency gains may be found. It has been long identified that fouling of heat exchangers is a persistent cause of up to 2.5% of global CO 2 emissions. Unfortunately, practice has also demonstrated that unless a powerful economic driver exists to encourage preemptive mitigation of fouling, there will always be a strong tendency for operators to minimize any form of intervention due to high costs and challenges in scheduling downtime. The objective of this proposed research effort was to demonstrate how existing power plants could lower their carbon emissions and significantly improve heat transfer efficiency using new surface treatment materials to control fouling in a variety of heat exchange equipment. The surface treatment material which was optimized and deployed in this effort is now known commercially as HeatX. It is a low-surface energy, water- and oil-repellent, abrasion resistant material which can be applied in-situ to a wide variety of previously worn/used/in-service substrates. Once applied, it provides a barrier against corrosion, scale deposit formation, and biofilm adhesion on the circulating water-containing tube-side. Alternatively, if applied to the tube exterior, the non-wetting nature of the surface was demonstrated to promote dropwise condensation, subsequently lowering condenser backpressure and increasing overall plant efficiency. As part of this cooperative effort, the Department of Energy’s support was crucial to de-risk and demonstrate the concept of HeatX, while validating both the performance and economic benefit in multiple pilot field studies. The HeatX material properties were optimized in this effort for full field applicability to heat exchangers and condensers, and Oceanit developed the necessary procedures and protocols to provide enough material to support extended length, multi-year demonstrations in the power generation, desalination, and refining industries, making this technology broadly applicable and ready for commercial transition. Field deployment case studies at thermal power plants have shown that the HeatX treatment can provide economic savings of up to $15,000 per day for an operator based on avoiding maintenance costs and lowering fuel usage. The complete mitigation of fouling effects can increase the efficiency of equipment by up to 7%, in a field where gains of 0.5% are generally seen as operationally significant. The HeatX treatment has also demonstrated exceptional lifetime and compatibility with a wide variety of seawater and hydrocarbon environments, further increasing both the return on investment and the effective emission reduction. Such efficiency improvements correlate to massive carbon savings. For every 1 GW of capacity, operators can see carbon emissions reductions of 300,000 tons of CO 2 per year. When looking at the bigger picture, improved condenser function across the U.S. has the potential to prevent 221.3 million tons of CO 2 emissions, equivalent to the sequestration capacity of 129 million acres of forest. If applied on a global scale, 1.26 billion metric tons of CO 2 could be averted from the atmosphere, the same amount of carbon sequestrated by 1.5 billion acres of forest annually or 262,000 wind turbines operating annually. As businesses across multiple industries take a more active role in focusing on environmental, social, and governance (ESG) solutions as part of their core business operations, HeatX will be an attractive technology for commercial investment.

01 COAL, LIGNITE, AND PEAT↗

Aerodynamic thermal simulation system. Part 1: Radiant array (instruction manual)

An aerodynamic thermal simulation system (ATSS) is presented. The construction of the system, the maintenance, set up, and operations are reported. System description of the radiant array is given along with the array subsystems modular heating unit, adjustable stanchion frame, cooling water system, and the gaseous nitrogen cooling system. The array configuration procedure outlines the set up and the start up. Maintenance procedures involve both lamp maintenance and reflector maintenance along with weather protection. Drawing codes are included. Descriptions of the 36 zone ATSS controls are also given. Each zone is an independent closed loop temperature control circuit. Procedures are presented for starting and stopping the system. The DATA-TRAK programmer and its operation, instruction manuals for the temperature controller and the power regulator and discriptions of peripheral equipment are discussed.

Kitchar, A. F.↗

A rose by any other name: Certification seen as process rather than content

Green (1990) believes that the two main factors safeguarding flying from human error are both related to certification and regulation. First is the increasingly proceduralized nature of flying whereby as much as possible is reduced to a rule-based activity. Second is the emphasis placed upon training and competency checking of aircrew in simulators and in the air, both generally and for all particular types of aircraft flown. This leaves, believes Green, other human factors that are relatively unaddressed as yet and which can give rise to human reliability problems. These include: hardware factors and especially pilot/co-pilot relationships; and system factors including fatigue and cost/safety trade-offs. He also, importantly, identifies problems with the integration of the 'electronic crew member' following increased automation. Human reliability failures with artificial intelligence and automation, due to over-reliance on the system fail-safe mechanisms, or to operator under- confidence in the integrity or self-regulating capacity of the system, or to out-of-loop effects, are widely accepted as being due to deficiencies in plant design, planning, management and maintenance more than to 'operator error' - Reason's (1990) latent error or organization pathogens argument. Reliability failures in complex systems are well enough documented to give cause for concern and at least promote a debate on the merits of a full certification program. The purpose of this short paper is to seek out and explore what is valuable in certification, at the least to show that the benefits outweigh the disadvantages and at best to identify positive outcomes perhaps not obtainable in other ways. On both sides of the debate on certification there is general agreement on the need for a better human factors perspective and effort in complex aviation systems design. What is at issue is how this is to be promoted. It is incumbent upon opponents of certification to say how else such promotion be enabled. This is an exploratory and philosophical review, not a focused and specific one, and it will draw upon much that is not firmly in the domain of complex aviation systems.

Wilson, John R.↗

Coating Development for GRCop-84 Liners for Reusable Launch Vehicles Aided by Modeling Studies

The design of the next generation of reusable launch vehicles calls for using GRCop-84 copper alloy liners based on a composition invented at the NASA Glenn Research Center. Despite its considerable advantage over other copper alloys, it is expected that GRCop-84 will suffer from environmental degradation depending on the type of rocket fuels used and on thermomechanical fatigue. Applying protective coatings on GRCop-84 substrates can minimize or eliminate many of these problems and extend the operational life of the combustion liner. This could increase component reliability, shorten depot maintenance turnaround times, and lower operating costs. Therefore, Glenn is actively pursuing the development of advanced coatings technology for GRCop-84 liners. Technology is being developed in four major areas: (1) new metallic coating compositions, (2) application techniques, (3) test methods, and (4) life prediction design methodology using finite element analysis. The role of finite element analysis in guiding the coating effort is discussed in this report. Thermal analyses were performed at Glenn for different combinations of top- and bondcoat compositions to determine the temperature variation across the coated cross section with the thickness of the top coat. These calculations were conducted for simulated LH2/LO2 booster engine conditions assuming that the bond coat had a constant thickness of 50 m. The preceding graphs show the predicted temperatures at the outer surface of the top coat (hot wall), at the top-coat/bond-coat interface, at the bond-coat/GRCop-84 interface, and at the GRCop-84 cold wall as a function of top-coat thickness for Cu- 26(wt%)Cr top coat (top graph), Ni-17(wt%)Cr-6%Al-0.5%Y top coat and Cu-26%Cr bond coat, and NiAl top coat and Ni bond coat. In all cases, the temperature of the top coat at the hot wall increased with increasing top-coat thickness and with corresponding decreases in the temperatures at the two interfaces and the cold wall. These temperatures are not acutely sensitive to the thermal conductivity of the top coat when it exceeds 25 and 50 W/m/K for low and high heat flux engines. This observation is significant for two reasons. First, several different top-coat compositions can be evaluated as potential protective coatings without loss in the heat-transfer efficiency of the coated system. Second, materials with thermal conductivities less than the critical values of 25 or 50 W/m/K are more likely to act as thermal barrier coatings. The deposition of overlay coatings on GRCop-84 substrates results in the development of residual stresses. The presence of these residual stresses influences the probability of coating spallation, the thermal cycling life, and the fatigue properties of the coated substrate during use. Since it is important to understand how these stresses develop during the vacuum-plasma-spraying coating deposition process, the nature and magnitudes of the cool-down residual stresses were calculated and compared with experimentally determined values across the coated cross section of a disk specimen. The calculations were conducted assuming that the specimen cools down to room temperature from vacuum plasma-spraying temperatures of either 250 or 650 C. The effects of coating the substrate with and without grit blasting were also theoretically examined. The final graph compares the predicted and the experimental results for a GRCop-84 disk coated with about a 50- m-thick Ni bond coat and a 75- to 100- m NiAl top coat, where the curves for NASA-2 assume the presence of a prior residual stress generated by grit blasting under conditions similar to the experimental situation. The predicted cool-down in-plane stresses were compressive in both the NiAl top coat and the Ni bond coat. They were also compressive in the substrate to a depth of about 0.25 mm from the Ni/GRCop-84 interface when the vacuum-plasma-spraying temperature was low. However, using a higher plasma spraying temperaturs likely to leave the substrate under a small tensile stress to counter the compressive stresses in the bond and top coats because of the relaxation of residual stresses generated in the substrate during the grit blasting of its surface prior to spraying. These results suggest that the NiAl and Ni coatings are unlikely to spall after spraying as confirmed by the microstructural observations shown in the following photomicrograph of an as-sprayed specimen. Finally, it is noted that the calculated and experimental results are not in complete agreement, which indicates that both the experimental and modeling techniques need further refinement.

Raj, Sai V.↗

Applicability of a Crack-Detection System for Use in Rotor Disk Spin Test Experiments Being Evaluated

Engine makers and aviation safety government institutions continue to have a strong interest in monitoring the health of rotating components in aircraft engines to improve safety and to lower maintenance costs. To prevent catastrophic failure (burst) of the engine, they use nondestructive evaluation (NDE) and major overhauls for periodic inspections to discover any cracks that might have formed. The lowest cost fluorescent penetrant inspection NDE technique can fail to disclose cracks that are tightly closed during rest or that are below the surface. The NDE eddy current system is more effective at detecting both crack types, but it requires careful setup and operation and only a small portion of the disk can be practically inspected. So that sensor systems can sustain normal function in a severe environment, health-monitoring systems require the sensor system to transmit a signal if a crack detected in the component is above a predetermined length (but below the length that would lead to failure) and lastly to act neutrally upon the overall performance of the engine system and not interfere with engine maintenance operations. Therefore, more reliable diagnostic tools and high-level techniques for detecting damage and monitoring the health of rotating components are very essential in maintaining engine safety and reliability and in assessing life.

Abdul-Aziz, Ali↗

Manned geosynchronous mission requirements and systems analysis study extension

Turnaround requirements for the manned orbital transfer vehicle (MOTV) baseline and alternate concepts with and without a space operations center (SOC) are defined. Manned orbital transfer vehicle maintenance, refurbishment, resupply, and refueling are considered as well as the most effective combination of ground based and space based turnaround activities. Ground and flight operations requirements for abort are identified as well as low cost approaches to space and ground operations through maintenance and missions sensitivity studies. The recommended turnaround mix shows that space basing MOTV at SOC with periodic return to ground for overhaul results in minimum recurring costs. A pressurized hangar at SOC reduces labor costs by approximately 50%.

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