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To examine the challenges of spaceborne computing systems and the past, present and future approaches to verification and validation in hardware and software systems.
For the first time in many years, the NASA budget presented to congress calls for a focused effort on the verification and validation (V&V) of complex systems. This is mostly motivated by the results of the VVFCS (V&V of Flight-Critical Systems) study, which should materialize as a a concrete effort under the Aviation Safety program. This talk will present the results of the study, from requirements coming out of discussions with the FAA and the Joint Planning and Development Office (JPDO) to technical plan addressing the issue, and its proposed current and future V&V research agenda, which will be addressed by NASA Ames, Langley, and Dryden as well as external partners through NASA Research Announcements (NRA) calls. This agenda calls for pushing V&V earlier in the life cycle and take advantage of formal methods to increase safety and reduce cost of V&V. I will present the on-going research work (especially the four main technical areas: Safety Assurance, Distributed Systems, Authority and Autonomy, and Software-Intensive Systems), possible extensions, and how VVFCS plans on grounding the research in realistic examples, including an intended V&V test-bench based on an Integrated Modular Avionics (IMA) architecture and hosted by Dryden.
A procedure to accurately resample spaceborne and ground-based radar data is described, and then applied to the measurements taken from the Tropical Rainfall Measuring Mission (TRMM) Precipitation Radar (PR) and the ground-based Weather Surveillance Radar-1988 Doppler (WSR-88D or WSR) for the validation of the PR measurements and estimates. Through comparisons with the well-calibrated, non-attenuated WSR at Melbourne, Florida for the period 1998-2007, the calibration of the Precipitation Radar (PR) aboard the TRMM satellite is checked using measurements near the storm top. Analysis of the results indicates that the PR, after taking into account differences in radar reflectivity factors between the PR and WSR, has a small positive bias of 0.8 dB relative to the WSR, implying a soundness of the PR calibration in view of the uncertainties involved in the comparisons. Comparisons between the PR and WSR reflectivities are also made near the surface for evaluation of the attenuation-correction procedures used in the PR algorithms. It is found that the PR attenuation is accurately corrected in stratiform rain but is underestimated in convective rain, particularly in heavy rain. Tests of the PR estimates of rainfall rate are conducted through comparisons in the overlap area between the TRMM overpass and WSR scan. Analyses of the data are made both on a conditional basis, in which the instantaneous rain rates are compared only at those pixels where both the PR and WSR detect rain, and an unconditional basis, in which the area-averaged rain rates are estimated independently for the PR and WSR. Results of the conditional rain comparisons show that the PR-derived rain is about 9% greater and 19% less than the WSR estimates for stratiform and convective storms, respectively. Overall, the PR tends to underestimate the conditional mean rain rate by 8% for all rain categories, a finding that conforms to the results of the area-averaged rain (unconditional) comparisons.
High energy-density turbomachines, like the SSME turbopumps, utilize labyrinth seals, also referred to as knife-edge seals, to control leakage flow. The pressure drop for such seals is order of magnitude higher than comparable jet engine seals. This is aggravated by the requirement of tight clearances resulting in possible unfavorable fluid-structure interaction of the seal system (seal flutter). To demonstrate these characteristics, a benchmark case of a High Pressure Oxygen Turbopump (HPOTP) outlet Labyrinth seal was studied in detail. First, an analytical assessment of the seal stability was conducted using a Pratt & Whitney legacy seal flutter code. Sensitivity parameters including pressure drop, rotor-to-stator running clearances and cavity volumes were examined and modeling strategies established. Second, a concurrent experimental investigation was undertaken to validate the stability of the seal at the equivalent operating conditions of the pump. Actual pump hardware was used to construct the test rig, also referred to as the (Flutter Rig). The flutter rig did not include rotational effects or temperature. However, the use of Hydrogen gas at high inlet pressure provided good representation of the critical parameters affecting flutter especially the speed of sound. The flutter code predictions showed consistent trends in good agreement with the experimental data. The rig test program produced a stability threshold empirical parameter that separated operation with and without flutter. This empirical parameter was used to establish the seal build clearances to avoid flutter while providing the required cooling flow metering. The calibrated flutter code along with the empirical flutter parameter was used to redesign the baseline seal resulting in a flutter-free robust configuration. Provisions for incorporation of mechanical damping devices were introduced in the redesigned seal to ensure added robustness
As part of the National Aeronautics and Space Administration's Aviation Safety and Security Program, the Tropospheric Airborne Meteorological Data Reporting project (TAMDAR) developed a low-cost sensor for aircraft flying in the lower troposphere. This activity was a joint effort with support from Federal Aviation Administration, National Oceanic and Atmospheric Administration, and industry. This paper reports the TAMDAR sensor performance validation and verification, as flown on board NOAA Lockheed WP-3D aircraft. These flight tests were conducted to assess the performance of the TAMDAR sensor for measurements of temperature, relative humidity, and wind parameters. The ultimate goal was to develop a small low-cost sensor, collect useful meteorological data, downlink the data in near real time, and use the data to improve weather forecasts. The envisioned system will initially be used on regional and package carrier aircraft. The ultimate users of the data are National Centers for Environmental Prediction forecast modelers. Other users include air traffic controllers, flight service stations, and airline weather centers. NASA worked with an industry partner to develop the sensor. Prototype sensors were subjected to numerous tests in ground and flight facilities. As a result of these earlier tests, many design improvements were made to the sensor. The results of tests on a final version of the sensor are the subject of this report. The sensor is capable of measuring temperature, relative humidity, pressure, and icing. It can compute pressure altitude, indicated air speed, true air speed, ice presence, wind speed and direction, and eddy dissipation rate. Summary results from the flight test are presented along with corroborative data from aircraft instruments.
A new impedance eduction procedure is validated by comparing the educed impedance spectrum to that of an older but well-tested eduction procedure. The older procedure requires the installation of a microphone array in the liner test section but the new procedure removes this requirement. A 12.7-mm stainless steel plate and a conventional liner consisting of a perforated plate bonded to a honeycomb core are tested. Test data is acquired from a grazing flow, impedance tube facility for a range of source frequencies and mean flow Mach numbers for which only plane waves are cut on. For the stainless steel plate, the educed admittance spectrum using the new procedure shows an improvement over that of the old procedure. This improvement shows up primarily in the educed conductance spectrum. Both eduction procedures show discrepancies in educed admittance in the mid-frequency range. Indications are that this discrepancy is triggered by an inconsistency between the measured eduction data (that contains boundary layer effects) and the two eduction models (for which the boundary layer is neglected). For the conventional liner, both eduction procedures are in very good agreement with each other. Small discrepancies occur for one or two frequencies in the mid-frequency range and for frequencies beyond the cut on frequency of higher-order duct modes. This discrepancy in the midfrequency range occurs because an automated optimizer is used to educe the impedance and the objective function used by the optimizer is extremely flat and therefore sensitive to initial starting values. The discrepancies at frequencies beyond the cut on frequency of higher order duct modes are due to the assumption of only plane waves in the impedance eduction model, although higher order modes are propagating in the impedance tube facility.
In order to advance the goals of NASA aeronautics programs, it is necessary to continuously evaluate and improve the computational tools used for research and design at NASA. One such code is the Glenn-HT code which is used at NASA Glenn Research Center (GRC) for turbomachinery computations. Although the code has been thoroughly validated for turbine heat transfer computations, it has not been utilized for compressors. In this work, Glenn-HT was used to compute the flow in a transonic compressor and comparisons were made to experimental data. The results presented here are in good agreement with this data. Most of the measures of performance are well within the measurement uncertainties and the exit profiles of interest agree with the experimental measurements.
We report on a preliminary case study to examine software safety risk in the early design phase of the NASA Constellation spaceflight program. Our goal is to provide NASA quality assurance managers with information regarding the ongoing state of software safety across the program. We examined 154 hazard reports created during the preliminary design phase of three major flight hardware systems within the Constellation program. Our purpose was two-fold: 1) to quantify the relative importance of software with respect to system safety; and 2) to identify potential risks due to incorrect application of the safety process, deficiencies in the safety process, or the lack of a defined process. One early outcome of this work was to show that there are structural deficiencies in collecting valid safety data that make software safety different from hardware safety. In our conclusions we present some of these deficiencies.
Loss of control remains one of the largest contributors to aircraft fatal accidents worldwide. Aircraft loss-of-control accidents are highly complex in that they can result from numerous causal and contributing factors acting alone or (more often) in combination. Hence, there is no single intervention strategy to prevent these accidents and reducing them will require a holistic integrated intervention capability. Future onboard integrated system technologies developed for preventing loss of vehicle control accidents must be able to assure safe operation under the associated off-nominal conditions. The transition of these technologies into the commercial fleet will require their extensive validation and verification (V and V) and ultimate certification. The V and V of complex integrated systems poses major nontrivial technical challenges particularly for safety-critical operation under highly off-nominal conditions associated with aircraft loss-of-control events. This paper summarizes the V and V problem and presents a proposed process that could be applied to complex integrated safety-critical systems developed for preventing aircraft loss-of-control accidents. A summary of recent research accomplishments in this effort is also provided.
I was assigned to the Logistics Division of the International Space Station (ISS)/Spacecraft Processing Directorate. The Division consists of eight NASA engineers and specialists that oversee the logistics portion of the Checkout, Assembly, and Payload Processing Services (CAPPS) contract. Boeing, their sub-contractors and the Boeing Prime contract out of Johnson Space Center, provide the Integrated Logistics Support for the ISS activities at Kennedy Space Center. Essentially they ensure that spares are available to support flight hardware processing and the associated ground support equipment (GSE). Boeing maintains a Depot for electrical, mechanical and structural modifications and/or repair capability as required. My assigned task was to learn project management techniques utilized by NASA and its' contractors to provide an efficient and effective logistics support infrastructure to the ISS program. Within the Space Station Processing Facility (SSPF) I was exposed to Logistics support components, such as, the NASA Spacecraft Services Depot (NSSD) capabilities, Mission Processing tools, techniques and Warehouse support issues, required for integrating Space Station elements at the Kennedy Space Center. I also supported the identification of near-term ISS Hardware and Ground Support Equipment (GSE) candidates for excessing/disposition prior to October 2010; and the validation of several Logistics Metrics used by the contractor to measure logistics support effectiveness.
The Integrated Medical Model (IMM) utilizes Monte Carlo methodologies to predict the occurrence of medical events, utilization of resources, and clinical outcomes during space flight. Real-world data may be used to demonstrate the accuracy of the model. For this analysis, IMM predictions were compared to data from historical shuttle missions, not yet included as model source input. Initial goodness of fit test-ing on International Space Station data suggests that the IMM may overestimate the number of occurrences for three of the 83 medical conditions in the model. The IMM did not underestimate the occurrence of any medical condition. Initial comparisons with shuttle data demonstrate the importance of understanding crew preference (i.e., preferred analgesic) for accurately predicting the utilization of re-sources. The initial analysis demonstrates the validity of the IMM for its intended use and highlights areas for improvement.
The Atmospheric Infrared Sounder (AIRS) on the EOS Aqua Spacecraft was launched on May 4, 2002. AIRS acquires hyperspectral infrared radiances in the 3.7-15.4 micrometer spectral region with spectral resolution of better than 1200. Key channels from the AIRS Level 1B calibrated radiance product are currently assimilated into operational weather forecasts at NCEP and other international agencies. Additional Level 2 products for assimilation include the AIRS cloud cleared radiances and the geophysical retrieved temperature and water vapor profiles. The AIRS products are also used to validate climate model vertical and horizontal biases and transport of water vapor and key trace gases including Carbon Dioxide and Ozone. The wide variety of products available from the AIRS make it well suited to study processes affecting the interaction of these products.
This paper compares spatial and temporal anomalies and trends of OLR as observed by CERES and computed based on AIRS retrieved surface and atmospheric geophysical parameters over the time period September 2002 February 2010. This time period is marked by a substantial decreasing OLR trend on the order of -0.1 W/m2/yr averaged over the globe. There are very large spatial variations of these trends however, with local values ranging from -2.6 W/m2/yr to +3.0 W/m2/yr in the tropics. The spatial patterns of the AIRS and CERES trends are in essentially perfect agreement with each other, as are the anomaly time series averaged over different spatial regions. This essentially perfect agreement of OLR anomalies and trends derived from observations by two different instruments, in totally independent and different manners, implies that both sets of results must be highly accurate. The agreement of anomalies and trends of OLR as observed by CERES and computed from AIRS derived products also indirectly validates the anomalies and trends of the AIRS derived products as well. We used the anomalies and trends of AIRS derived water vapor and cloud products to explain why global OLR has had a large negative trend over the time period September 2002 through February 2010. Tropical OLR began to decrease significantly at the onset of a strong La Nina in mid-2007. AIRS products show that cloudiness and mid-tropospheric water vapor began to increase in the region 5degN - 20degS latitude extending eastward from 150degW - 30 E longitude at that time, with a corresponding very large drop in OLR in this region. Late 2009 is characterized by a strong El-Nino, with a corresponding change in sign of observed anomalies of mid-tropospheric water vapor, cloud cover, and OLR in this region, as we] l as that of OLR anomalies in the tropics and globally. Monthly mean anomalies of OLR, water vapor and cloud cover over this region are all shown to be highly correlated in time with those of an El Nino anomaly index four months previously. The El Nino index is defined as the SST anomaly averaged over the area 15S to 15N and 160W eastward to 30E. If one excludes the area 5degN - 20degS, 150degW - 30degE from the statistics, the negative area mean tropical OLR trends, as well as OLR trends over the rest of the globe, are substantially
The 3dFIAT code simulates pyrolysis, ablation, and shape change of thermal protection materials and systems in three dimensions. The governing equations, which include energy conservation, a three-component decomposition model, and a surface energy balance, are solved with a moving grid system to simulate the shape change due to surface recession. This work is the first part of a code validation study for new capabilities that were added to 3dFIAT. These expanded capabilities include a multi-block moving grid system and an orthotropic thermal conductivity model. This paper focuses on conditions with minimal shape change in which the fluid/solid coupling is not necessary. Two groups of test cases of 3dFIAT analyses of Phenolic Impregnated Carbon Ablator in an arc-jet are presented. In the first group, axisymmetric iso-q shaped models are studied to check the accuracy of three-dimensional multi-block grid system. In the second group, similar models with various through-the-thickness conductivity directions are examined. In this group, the material thermal response is three-dimensional, because of the carbon fiber orientation. Predictions from 3dFIAT are presented and compared with arcjet test data. The 3dFIAT predictions agree very well with thermocouple data for both groups of test cases.
This slide presentation reviews Friction Stir Welding (FSW) and the attempts to model the process in order to optimize and improve the process. The studies are ongoing to validate and refine the model of metal flow in the FSW process. There are slides showing the conventional FSW process, a couple of weld tool designs and how the design interacts with the metal flow path. The two basic components of the weld tool are shown, along with geometries of the shoulder design. Modeling of the FSW process is reviewed. Other topics include (1) Microstructure features, (2) Flow Streamlines, (3) Steady-state Nature, and (4) Grain Refinement Mechanisms
The development of supersonic retro-propulsion, an enabling technology for heavy payload exploration missions to Mars, is the primary focus for the present paper. A new experimental model, intended to provide computational fluid dynamics model validation data, was recently designed for the Langley Research Center Unitary Plan Wind Tunnel Test Section 2. Pre-test computations were instrumental for sizing and refining the model, over the Mach number range of 2.4 to 4.6, such that tunnel blockage and internal flow separation issues would be minimized. A 5-in diameter 70-deg sphere-cone forebody, which accommodates up to four 4:1 area ratio nozzles, followed by a 10-in long cylindrical aftbody was developed for this study based on the computational results. The model was designed to allow for a large number of surface pressure measurements on the forebody and aftbody. Supplemental data included high-speed Schlieren video and internal pressures and temperatures. The run matrix was developed to allow for the quantification of various sources of experimental uncertainty, such as random errors due to run-to-run variations and bias errors due to flow field or model misalignments. Some preliminary results and observations from the test are presented, although detailed analyses of the data and uncertainties are still on going.
Loss of control has been identified as the leading cause of aircraft accidents in recent years. Efforts have been made to better equip pilots to deal with these types of events, commonly referred to as upsets. A major challenge in these endeavors has been recreating the motion environments found in flight as the majority of upsets take place well beyond the normal operating envelope of large aircraft. The Environmental Tectonics Corporation has developed a simulator motion base, called GYROLAB, that is capable of recreating the sustained accelerations, or G-forces, and motions of flight. A two part research study was accomplished that coupled NASA's Generic Transport Model with a GYROLAB device. The goal of the study was to characterize physiological effects of the upset environment and to demonstrate that a sustained motion based simulator can be an effective means for upset recovery training. Two groups of 25 Air Transport Pilots participated in the study. The results showed reliable signs of pilot arousal at specific stages of similar upsets. Further validation also demonstrated that sustained motion technology was successful in improving pilot performance during recovery following an extensive training program using GYROLAB technology.
Headquarters National Aeronautics and Space Administration (NASA) chartered the Acquisition Pollution Prevention (AP2) Office to coordinate agency activities affecting pollution prevention issues identified during system and component acquisition and sustainment processes. The primary objectives of the AP2 Office are to: (1) Reduce or eliminate the use of hazardous materials (HazMats) or hazardous processes at manufacturing, remanufacturing, and sustainment locations. (2) Avoid duplication of effort in actions required to reduce or eliminate HazMats through joint center cooperation and technology sharing. To achieve a substrate condition suitable for the application of a coating system, both new and old (in-situ) substrates must undergo some type of surface preparation and/or depainting operation to ensure adhesion of the new coating system. The level of cleanliness or anchor profile desired is typically a function of the type of coating to be applied and the specification being adhered to. In high performance environments, cleanliness and surface profile requirements for carbon steel (the dominant substrate for facilities, structures and equipment) dictates the use of abrasive media. Many of the abrasive media currently used across NASA and Air Force Space Command (AFSPC) installations generate large quantities of fugitive particulate emissions and waste. The high quantities of airborne dust and waste generated from these operations pose significant environmental concern. Efforts to contain emissions and the reduce quantity of waste generated have significant implications on project cost; this is often a deterrent to engaging in maintenance activities. In response to recent technological developments and NASA's and AFSPC's need to undertake environmentally conscious corrosion prevention projects, a review of the industry needs to be undertaken to evaluate surface preparation technologies (materials and processes) for embrace. This project will identify, evaluate and approve alternative surface preparation technologies for use at NASA and AFSPC installations. Materials and processes will be evaluated with the goal of selecting those processes that will improve corrosion protection at critical systems, facilitate easier maintenance activity, extend maintenance cycles, eliminate flight hardware contamination and reduce the amount of hazardous waste generated. This Field Evaluations Test Plan defines the field evaluation and testing requirements for validating alternative surface preparation/depainting technologies and supplements the JTP. The field evaluations will be performed at Stennis Space Center, Mississippi, under the oversight of the Project Engineer. Additional field evaluations may be performed at other NASA centers or AFSPC facilities.