ALBERT

Description: Concept studies for deep space missions are typically time-consuming and costly, given the variety of missions and uniqueness of each design. Yet, in an increasingly cost-constrained environment, it is critical to identify the most scientifically valuable and cost-effective designs early in the design process. Modeling is an integral part in helping to identify the most desirable design option. While some spacecraft design models currently exist for Earth-orbiting spacecraft, there has been less success with deep space missions. Instead, these missions require a modified design and modeling approach to enable the same construction of a comprehensive, yet credible, mission tradespace. This paper presents an approach for efficiently constructing such a mission tradespace. In addition to a proposed design and modeling approach, three case study missions are presented including a solar orbiter, a Europa orbiter, and a near-Earth asteroid (NEA) sample return mission.

Description: This paper describes the attitude controller for the atmospheric entry of the Mars Science Laboratory (MSL). The controller will command 8 RCS thrusters to control the 3- axis attitude of the entry capsule. The Entry Controller is formulated as three independent channels in the control frame, which is nominally aligned with the stability frame. Each channel has a feedfoward and a feedback path. The feedforward path enables fast response to large bank commands. The feedback path stabilizes the vehicle angle of attack and sideslip around its trim position, and tracks bank commands. The feedback path has a PD/D control structure with deadbands that minimizes fuel usage. The performance of this design is demonstrated via computer simulations.

Description: On September 27, 2007, a Delta II rocket carrying the Dawn spacecraft lifted off from Kennedy Space Center. Part of NASAs Discovery program, the $370 million Dawn mission began its three-billion-mile voyage to the asteroid belt to study the asteroid Vesta and Ceres, a dwarf planet. The spacecraft is scheduled to reach Vesta in 2011. After spending nine months measuring the composition, shape, and topography of that body, it will travel a billion miles to carry out a similar analysis of Ceres in 2015. The Important Lessons: The demands of Dawn and other challenging missions have taught some important lessons for successful program and project management. These are the main ones: a) Program management, particularly of uncoupled and loosely coupled projects, should be more about enabling than controlling. You're working with motivated, high-performing teams and institutions with a track record of quality and success. Emphasize commander's intent over rudder control; let them know where you want to go and when you want to be there, then let them figure out how to get there. b) Open and honest discussion of issues is essential. People fill the void of the unknown with their worst fears. Get folks around the table and have open, honest, and frank dialogue. I've seldom seen this fail to get to the root of issues. c) You have to earn your seat at the table, proving that you are competent, trustworthy, and dedicated to the success of the mission. d) Know when to fold 'em. Your pride can get rolled up in making a milestone or launch date, but you have to make a judgment based on the realities of the situation and not wear down the team trying to meet an increasingly impossible deadline. e) The NASA governance model that gives a voice to the concerns of engineers and safety experts works-trust it and use it.

Description: No abstract available

Description: A Japanese led international team is developing a suborbital test of orbital-motion-limited (OML) bare wire anode current collection for application to electrodynamic tether (EDT) propulsion. The tether is a tape with a width of 25 mm, thickness of 0.05 mm, and is 300 m in length. This will be the first space test of OML theory. The mission will launch in the summer of 2009 using an S520 Sounding Rocket. During ascent, and above approx. 100 km in attitude, the tape tether will be deployed at a rate of approx. 8 m/s. Once deployed, the tape tether will serve as an anode, collecting ionospheric electrons. The electrons will be expelled into space by a hollow cathode device, thereby completing the circuit and allowing current to flow. The total amount of current collected will be used to assess the validity of OML theory. This paper will describe the objectives of the proposed mission, the technologies to be employed, and the application of the results to future space missions using EDTs for propulsion or power generation.

Description: It has been over 35 years since NASA developed new human spaceflight capabilities. As NASA builds vehicles to once again venture beyond Earth's orbit, it has the advantage of a powerful legacy of seasoned professionals who have already been there. Apollo-era veterans are lending their knowledge and expertise to nearly every aspect of the new Ares I crew launch vehicle and the Ares V cargo launch vehicle, from management to design and manufacturing techniques. Through group discussions, personal interviews, and consultant relationships, these talented individuals are sharing their "lessons lived" to help a new generation of engineers repeat the successes and avoid some of the pitfalls of America's first journeys to the Moon. In addition to learning from resident and retired experts, Ares will draw on legacy facilities, tooling, and hardware like the J-2 engine from the Apollo era and the Reusable Solid Rocket Boosters from the Space Shuttle Program. NASA needs to re-learn the skills required to send astronauts to the Moon, Mars, and beyond. The new Ares team is training with the best and building on the work of their eminent predecessors. They are standing on the shoulders of giants to see a future that is bright with possibilities on the space frontier.

Description: Upon observing an abnormal closure of the Space Shuttle s External Tank Doors (ETD), a dynamic model was created in MSC/ADAMS to conduct deflection analyses for assessing whether the Door Drive Mechanism (DDM) was subjected to excessive additional stress, and more importantly, to evaluate the magnitude of the induced step or gap with respect to shuttle s body tiles. To model the flexibility of the DDM, a lumped parameter approximation was used to capture the compliance of individual parts within the drive linkage. These stiffness approximations were then validated using FEA and iteratively updated in the model to converge on the actual distributed parameter equivalent stiffnesses. The goal of the analyses is to determine the deflections in the mechanism and whether or not the deflections are in the region of elastic or plastic deformation. Plastic deformation may affect proper closure of the ETD and would impact aero-heating during re-entry.

Description: Ground crew veterans at Kennedy Space Center still talk about what they call "the summer of hydrogen"-the long, frustrating months in 1990 when the shuttle fleet was grounded by an elusive hydrogen leak that foiled our efforts to fill the orbiter's external fuel tank. Columbia (STS-35) was on Launch Pad A for a scheduled May 30 launch when we discovered the hydrogen leak during - tanking. The external fuel tank is loaded through the orbiter. Liquid hydrogen flows through a 17-inch umbilical between the orbiter and the tank. During fueling, we purge the aft fuselage with gaseous nitrogen to reduce the risk of fire, and we have a leak-detection system in the mobile launch platform, which samples (via tygon tubing) the atmosphere in and around the vehicle, drawing it down to a mass spectrometer that analyzes its composition. When we progressed to the stage of tanking where liquid hydrogen flows through the vehicle, the concentration of hydrogen approached four percent-the limit above which it would be dangerously flammable. We had a leak. We did everything we could think of to find it, and the contractor who supplied the flight hardware was there every day, working alongside us. We did tanking tests, which involved instrumenting the suspected leak sources, and cryo-loaded the external tank to try to isolate precisely where the leak originated. We switched out umbilicals; we replaced the seals between the umbilical and the orbiter. We inspected the seals microscopically and found no flaws. We replaced the recirculation pumps, and we found and replaced a damaged teflon seal in a main propulsion system detent cover, which holds the prevalve-the main valve supplying hydrogen to Space Shuttle Main Engine 3 -in the open position. The seal passed leak tests at ambient temperature but leaked when cryogenic temperatures were applied. We added new leak sensors-up to twenty at a time and tried to be methodical in our placements to narrow down the possible sources of the problem. We even switched orbiters, sending Columbia back to the Vehicle Assembly Building and bringing out Atlantis, scheduled to fly as STS-38. Two shuttles on their mobile launchers passing in the night was a majestic sight, but not one you want to see if you're trying to get an orbiter launched. None of this told us where the leak was, or if we were dealing with more than one leak source.

Description: High-speed photogrammetric measurements are being used to assess the impact dynamics of the Orion Crew Exploration Vehicle (CEV) for ground landing contingency upon return to earth. Test articles representative of the Orion capsule are dropped at the NASA Langley Landing and Impact Research (LandIR) Facility onto a sand/clay mixture representative of a dry lakebed from elevations as high as 62 feet (18.9 meters). Two different types of test articles have been evaluated: (1) half-scale metal shell models utilized to establish baseline impact dynamics and soil characterization, and (2) geometric full-scale drop models with shock-absorbing airbags which are being evaluated for their ability to cushion the impact of the Orion CEV with the earth s surface. This paper describes the application of the photogrammetric measurement technique and provides drop model trajectory and impact data that indicate the performance of the photogrammetric measurement system.

Description: Predicting the effect of fuel slosh on a spacecraft and/or launch vehicle attitude control system is a very important and a challenging task. Whether the spacecraft is under spinning or lateral moving conditions, the dynamic effect of the fuel slosh will help determine whether the spacecraft will remain on its chosen trajectory. There are three categories of slosh that can be caused by launch vehicle and/or spacecraft maneuvers when the fuel is in the presence of an acceleration field. These include bulk fluid motion, subsurface wave motion, and free surface slosh. Each of these slosh types have a periodic component that is defined by either a spinning or lateral motion. For spinning spacecraft, all three types of slosh can play a major role in determining stability. Bulk fluid motion and free surface slosh can affect the lateral slosh characteristics. For either condition, the possibility for an unpredicted coupled resonance between the spacecraft and its on board fuel can have mission threatening affects. This on-going research effort aims at improving the accuracy and efficiency of modeling techniques used to predict these types of lateral fluid motions. In particular, efforts will focus on analyzing the effects of viscoelastic diaphragms on slosh dynamics.

Description: In less than two years, the National Aeronautics and Space Administration (NASA) will launch the Ares I-X mission. This will be the first flight of the Ares I crew launch vehicle, which, together with the Ares V cargo launch vehicle, will send humans to the Moon and beyond. Personnel from the Ares I-X Mission Management Office (MMO) are finalizing designs and fabricating vehicle hardware for an April 2009 launch. Ares I-X will be a suborbital development flight test that will gather critical data about the flight dynamics of the integrated launch vehicle stack; understand how to control its roll during flight; better characterize the severe stage separation environments that the upper stage engine will experience during future flights; and demonstrate the first stage recovery system. NASA also will modify the launch infrastructure and ground and mission operations. The Ares I-X Flight Test Vehicle (FTV) will incorporate flight and mockup hardware similar in mass and weight to the operational vehicle. It will be powered by a four-segment Solid Rocket Booster (SRB), which is currently in Shuttle inventory, and will include a fifth spacer segment and new forward structures to make the booster approximately the same size and weight as the five-segment SRB. The Ares I-X flight profile will closely approximate the flight conditions that the Ares I will experience through Mach 4.5, up to approximately130,OOO feet and through maximum dynamic pressure ("Max Q") of approximately 800 pounds per square foot. Data from the Ares I-X flight will support the Ares I Critical Design Review (CDR), scheduled for 2010. Work continues on Ares I-X design and hardware fabrication. All of the individual elements are undergoing CDRs, followed by an integrated vehicle CDR in March 2008. The various hardware elements are on schedule to begin deliveries to Kennedy Space Center (KSC) in early September 2008.

Description: From March to July of 2007, the DARPA Orbital Express mission achieved a number of firsts in autonomous spacecraft operations. The NASA Advanced Video Guidance Sensor (AVGS) was the primary docking sensor during the first two dockings and was used in a blended mode three other automated captures. The AVGS performance exceeded its specification by approximately an order of magnitude. One reason that the AVGS functioned so well during the mission was that the validation and calibration of the sensor prior to the mission advanced the state-of-the-art for proximity sensors. Some factors in this success were improvements in ground test equipment and truth data, the capability for ILOAD corrections for optical and other effects, and the development of a bias correction procedure. Several valuable lessons learned have applications to future proximity sensors.

Description: The Galileo Project is one of the most demanding projects of ESA, being Europe's autarkic navigation system and a constellation composed of 30 satellites. This presentation points out the different phases of the project up to the full operational capability and the corresponding launch options with respect to launch vehicles as well as launch configurations. One of the biggest challenges is to set up a small serial 'production line' for the overall integration and test campaign of satellites. This production line demands an optimization of all relevant tasks, taking into account also backup and recovery actions. A comprehensive AIT concept is required, reflecting a tightly merged facility layout and work flow design. In addition a common data management system is needed to handle all spacecraft related documentation and to have a direct input-out flow for all activities, phases and positions at the same time. Process optimization is a well known field of engineering in all small high tech production lines, nevertheless serial production of satellites are still not the daily task in space business and therefore new concepts have to be put in place. Therefore, and in order to meet the satellites overall system optimization, a thorough interface between unit/subsystem manufacturing and satellite AIT must be realized to ensure a smooth flow and to avoid any process interruption, which would directly lead to a schedule impact.

Description: Many different spacecraft materials were flown as part of the Materials on International Space Station Experiment (MISSE), including several materials used in part marking and identification. The experiment contained Data Matrix symbols applied using laser bonding, vacuum arc vapor deposition, gas assisted laser etch, chemical etch, mechanical dot peening, laser shot peening, and laser induced surface improvement. The effects of ultraviolet radiation on nickel acetate seal versus hot water seal on sulfuric acid anodized aluminum are discussed. These samples were exposed on the International Space Station to the low Earth orbital environment of atomic oxygen, ultraviolet radiation, thermal cycling, and hard vacuum, though atomic oxygen exposure was very limited for some samples. Results from the one-year exposure on MISSE-3 and MISSE-4 are compared to those from MISSE-1 and MISSE-2, which were exposed for four years. Part marking and identification materials on the current MISSE -6 experiment are also discussed.

Description: The current design of the ARES 1 Upper Stage uses a common bulkhead to separate the liquid hydrogen and liquid oxygen tanks. The bulkhead consists of aluminum face sheets bonded to a Phenolic honeycomb core. The face sheets, or domes, are friction stir welded to Y-rings that connect the bulkhead to the barrel sections of the liquid hydrogen and liquid oxygen tanks. Load between the Y-rings is carried by an externally attached bolting ring. The development of nondestructive evaluation methods for the ARES I Upper Stage Common Bulkhead are outlined in this presentation. Methods for inspecting the various components of the bulkhead are covered focusing in on the dome skins, core-to-dome bond lines and friction stir welds as well as structural details like the fastener holes. Thermography, shearography and ultrasonic methods are discussed for the bond lines. Eddy current methods are discussed for the fastener holes and dome skins. A combination of phased array ultrasound, liquid penetrant and radiography are to being investigated for use on the friction stir welds. Keywords: Composite materials, NDE, Cryogenic structures

Description: During re-entry, spacecrafts are subjected to extreme thermal loads. On mars, they may go through dust storms. These external heat loads are leading the design of re-entry vehicles or are affecting it for spacecraft facing solid propellant jet stream. Sizing the Thermal Protection System require a good knowledge of such solicitations and means to model and reproduce them on earth. Through its work on European projects, ASTRIUM has developed the full range of competences to deal with such issues. For instance, we have designed and tested the heat-shield of the Huygens probe which landed on Titan. In particular, our plasma generators aim to reproduce a wide variety of re-entry conditions. Heat loads are generated by the huge speed of the probes. Such conditions cannot be fully reproduced. Ground tests focus on reproducing local aerothermal loads by using slower but hotter flows. Our inductive plasma torch enables to test little samples at low TRL. Amongst the arc-jets, one was design to test architecture design of ISS crew return system and others fit more severe re-entry such as sample returns or Venus re-entry. The last developments aimed in testing samples in seeded flows. First step was to design and test the seeding device. Special diagnostics characterizing the resulting flow enabled us to fit it to the requirements.

Description: The parameters and restrictions for a horizontal flow ISO Class 6 Clean room to support the assembly of the new LRO (Lunar Reconnaissance Orbiter) were unusual. The project time line was critical. A novel Clean room design was developed and built within the time restraints. This paper describes the design criteria, timing, successful performance, and future benefits of this unique Clean room project.

Description: The two first order reentry heating parameters are peak heating flux (W/square cm) and peak heat load (kJ/square cm). Peak heating flux (and deceleration, gs) is higher for a ballistic reentry and peak heat load is higher for a lifting reentry. Manned vehicle reentries are generally lifting reentries at nominal 1-5 gs so that personnel will not be crushed by high deceleration force. A few off-nominal manned reentries have experienced 8 or more gs with corresponding high heating flux (but below nominal heat load). The Shuttle Orbiter reentries provide about an order of magnitude difference in peak heating flux at mid-bottom (TPS tiles, approximately 6 W/square cm or 5 BTU/square ft - sec) and leading edge (RCC, approximately 60 W/square cm or 50 BTU/square ft- sec). Orion lunar return and Mars sample lander are of the same order of magnitude as orbiter leading edge peak heat loads. Flight temperature measurements are available for some orbiter TPS tile and RCC locations. Return-to-Flight on-orbit tile-repair-candidate-material-heating performance was evaluated by matching propane torch heating of candidate-materials temperatures at several depths to orbiter TPS tile flight-temperatures. Char and ash characteristics, heat expansion, and temperature histories at several depths of the cure-in-place ablator were some of the TPS repair material performance characteristics measured. The final char surface was above the initial surface for the primary candidate (silicone based) material, in contrast to a receded surface for the Apollo-type ablative heat shield material. Candidate TPS materials for Orion CEV (LEO and lunar return), and for Mars sample lander (MSL) are now being evaluated. Torching of a candidate ablator material, PICA, was performed to match the ablation experienced by the STARDUST PICA heat shield. Torching showed that the carbon fiberform skeleton in a sample of PICA was inhomogeneous in that sample, and allowed measurements (of the clumps and voids) of the inhomogeneity. Additional reentry heating-performance characterizations of high temperature insulation materials were performed.

Description: Current collection by high voltage solar arrays on the International Space Station (ISS) drives the vehicle to negative floating potentials in the low Earth orbit daytime plasma environment. Pre-flight predictions of ISS floating potentials Phi greater than |-100 V| suggested a risk for degradation of dielectric thermal control coatings on surfaces in the U.S. sector due to arcing and an electrical shock hazard to astronauts during extravehicular activity (EVA). However, hazard studies conducted by the ISS program have demonstrated that the thermal control material degradation risk is effectively mitigated during the lifetime of the ISS vehicle by a sufficiently large ion collection area present on the vehicle to balance current collection by the solar arrays. To date, crew risk during EVA has been mitigated by operating one of two plasma contactors during EVA to control the vehicle potential within Phi less than or equal to |-40 V| with a backup process requiring reorientation of the solar arrays into a configuration which places the current collection surfaces into wake. This operation minimizes current collection by the solar arrays should the plasma contactors fail. This paper presents an analysis of F-region electron density and temperature variations at low and midlatitudes generated by space weather events to determine what range of conditions represent charging threats to ISS. We first use historical ionospheric plasma measurements from spacecraft operating at altitudes relevant to the 51.6 degree inclination ISS orbit to provide an extensive database of F-region plasma conditions over a variety of solar cycle conditions. Then, the statistical results from the historical data are compared to more recent in-situ measurements from the Floating Potential Measurement Unit (FPMU) operating on ISS in a campaign mode since its installation in August, 2006.

Description: This paper will describe the approaches and methods selected in fabrication of a carbon composite demonstration structure for the Composite Crew Module (CCM) Program. The program is managed by the NASA Safety and Engineering Center with participants from ten NASA Centers and AFRL. Multiple aerospace contractors are participating in the design development, tooling and fabrication effort as well. The goal of the program is to develop an agency wide design team for composite habitable spacecraft. The specific goals for this development project are: a).To gain hands on experience in design, building and testing a composite crew module. b) To validate key assumptions by resolving composite spacecraft design details through fabrication and testing of hardware. This abstract is based on Preliminary Design data..The final design will continue to evolve through the fall of 2007 with fabrication mostly completed by conference date. From a structures perspective, the.CCM can be viewed as a pressure module with variable pressure time histories and a series of both impact and quasi-static, high intensity point, line, and area distributed loads. The portion of the overall space vehicle being designed and. fabricated by the CCM team is just the pressure module and primary loading points. The heaviest point loads are applied and distributed to the pressure module at.an aluminum Service Module/Alternate Launch Abort System (SM/ALAS) fittings and at Main and Drogue Chute fittings. Significant line loads with metal to metal impact is applied at.the Lids ring. These major external point and line loads as well as pressure impact loads (blast and water landing) are applied to the lobed floor though the reentry shield and crushable materials. The pressure module is divided into upper and lower. shells that mate together with a bonded belly band splice joint to create the completed structural assembly. The benefits of a split CCM far outweigh the risks of a joint. These benefits include lower tooling cost and less manufacturing risk. Assembly of the top and bottom halves of the pressure shell will allow access to the interior of the shell throughout remaining fabrication sequence and can also potentially permit extensive installation of equipment and .crew facilities prior to final assembly of the two shell halves. A Pi pre-form is a woven carbon composite material which is provided in pre-impregnated form and frozen for long term storage. The cross-section shape allows the top of the pi to be bonded to a flat or curved surface with a second flat plate composite section bonded between two upstanding legs of the Pi. One of the regions relying on the merits of the Pi pre-form is the backbone. All connections among plates of the backbone structure, including the upper flanges, and to the lobe base of the pressure shell are currently joined by Pi pre-forms. The intersection of backbone composite plates is formed by application of two Pi pre-forms, top flanges and lobed surfaces are bonded with one Pi pre-form. The process of applying the pre-impregnated pi-preform will be demonstrated to include important steps like surface preparation, forming, application of pressure dams, vacuum bagging for consolidation, and curing techniques. Chopped carbon fiber tooling was selected over other traditional metallic and carbon fiber tooling. The requirement of schedule and cost economy for a moderate reuse cure tool warranted composite tooling options. Composite tooling schedule duration of 18 weeks compared favorably against other metallic tooling including invar tooling. Composite tooling also shows significant cost savings over low CTE metallic options. The composite tooling options were divided into two groups and the final decision was based on the cost, schedule, tolerance, temperature, and reuse requirements.

Description: This paper summarizes three satellite impact tests completed in early 2007 through collaboration between Kyushu University and the NASA Orbital Debris Program Office. The previous experiments completed in late 2005 aimed to compare low- and hyper-velocity impacts on identical target satellites, whereas the new tests used larger satellites as targets and aimed to investigate the effects of impact directions. Three identical micro satellites equipped with fully-functional electronic devices were prepared as targets. Their dimensions were 20 cm by 20 cm by 20 cm, and the mass of each was approximately 1.3 kilograms. Aluminum alloy solid spheres, with diameters of 3 cm and masses of 39 grams were prepared as projectiles. The impact velocity was approximately 1.7 km/s. The impact tests were carried out at the two-stage light gas gun facility at the Kyushu Institute of Technology. All three target satellites were completely fragmented, but there were noticeable differences among the three sets of fragments due to the different impact directions. More than 1000 fragments from each test were collected, measured, photographed, and documented with material descriptions. The analysis of the fragments is currently in progress. Preliminary results of the new data and comparisons with previous data will be included in the paper.

Description: Spacecraft dielectric charging, sometimes called deep-dielectric-charging or bulk-charging, occurs when high energy electrons imbed themselves in dielectric materials, and the charge density builds up, sometimes to breakdown levels. Charges usually bleed off slowly due to material conductivity. At very low (cryogenic) temperatures, the dielectric conductivity decreases until charges may remain and build up over weeks, months, or years. In those cases, the guidelines given in NASA and industry documents for when dielectric charging may become important are misleading. Arcing tests of spacecraft cables at liquid nitrogen temperatures and very low flux levels have been done at NASA MSFC for the JWST Project. In this paper, we describe the results of those tests and analyze their important implications for cryogenic spacecraft cable design and construction.

Description: Marshall Space Flight Center's (MSFC) Impact Testing Facility (ITF) serves as an important installation for space and missile related materials science research. The ITF was established and began its research in spacecraft debris shielding in the early 1960% then played a major role in the International Space Station debris shield development. As NASA became more interested in launch debris and in-flight impact concerns, the ITF grew to include research in a variety of impact genres. Collaborative partnerships with the DoD led to a wider range of impact capabilities being relocated to MSFC as a result of the closure of Particle Impact Facilities in Santa Barbara, California. The Particle Impact Facility had a 30 year history in providing evaluations of aerospace materials and components during flights through rain, ice, and solid particle environments at subsonic through hypersonic velocities. The facility's unique capabilities were deemed a "National Asset" by the DoD. The ITF now has capabilities including environmental, ballistic, and hypervelocity impact testing utilizing an array of air, powder, and two-stage light gas guns to accommodate a variety of projectile and target types and sizes. Relocated test equipment was dated and in need of upgrade. Numerous upgrades including new instrumentation, triggering circuitry, high speed photography, and optimized sabot designs have been implemented. Other recent research has included rain drop demise characterization tests to obtain data for inclusion in on-going model development. Future ITF improvements will be focused on continued instrumentation and performance enhancements. These enhancements will allow further, more in-depth, characterization of rain drop demise characterization and evaluation of ice crystal impact. Performance enhancements also include increasing the upper velocity limit of the current environmental guns to allow direct environmental simulation for missile components. The current and proposed ITF capabilities range from rain to micrometeoroids allowing the widest test parameter range possible for materials investigations in support of space, atmospheric, and ground environments. These test capabilities including hydrometeor, single/multi-particle, ballistic gas grins, exploding wire gun, and light gas guns combined with Smooth Particle Hydrodynamics Code (SPHC) simulations represent the widest range of impact test capabilities in the country.

Description: Control Moment Gyroscopes (CMGs) are used for non-propulsive attitude control of satellites and space stations, including the International Space Station (ISS). CMGs could be essential for future long duration space missions due to the fact that they help to save propellant. CMGs were successfully tested on the ground for many years, and have been successfully used on satellites. However, operations have shown that the CMG service life on the ISS is significantly shorter than predicted. Since the dynamic environment of the ISS differs greatly from the nominal environment of satellites, it was important to analyze how operations specific to the station (dockings and undockings, huge solar array motion, crew exercising, robotic operations, etc) can affect the CMG performance. This task became even more important since the first CMG failure onboard the ISS. The CMG failure resulted in the limitation of the attitude control capabilities, more propellant consumption, and additional operational issues. Therefore, the goal of this work was to find out how the vibrations of a space vehicle structure, caused by a variety of onboard operations, can affect the CMG dynamics and performance. The equations of CMG motion were derived and analyzed for the case when the gyro foundation can vibrate in any direction. The analysis was performed for unbalanced CMG gimbals to match the CMG configuration on ISS. The analysis showed that vehicle structure vibrations can amplify and significantly change the CMG motion if the gyro gimbals are unbalanced in flight. The resonance frequencies were found. It was shown that the resonance effect depends on the magnitude of gimbal imbalance, on the direction of a structure vibration, and on gimbal bearing friction. Computer modeling results of CMG dynamics affected by the external vibration are presented. The results can explain some of the CMG vibration telemetry observed on ISS. This work shows that balancing the CMG gimbals decreases the effect of vehicle structure vibration on CMGs. Additionally, the effect of external vibrations may also be decreased by increasing the gimbal bearing friction. With the suggested modifications there may be no need to lower the gimbal rates below the nominal design requirements as it is currently done on ISS. The conclusions of this work

Description: Meteoroid and orbital debris shielding has played an important role from the beginning of manned spaceflight. During the early 60 s, meteoroid protection drove requirements for new meteor and micrometeoroid impact science. Meteoroid protection also stimulated advances in the technology of hypervelocity impact launchers and impact damage assessment methodologies. The first phase of meteoroid shielding assessments closed in the early 70 s with the end of the Apollo program. The second phase of meteoroid protection technology began in the early 80 s when it was determined that there is a manmade Earth orbital debris belt that poses a significant risk to LEO manned spacecraft. The severity of the Earth orbital debris environment has dictated changes in Space Shuttle and ISS operations as well as driven advances in shielding technology and assessment methodologies. A timeline of shielding technology and assessment methodology advances is presented along with a summary of risk assessment results.

Description: The International Space Station (ISS) attitude control is provided by two means: The Russian Segment uses thrusters and the U.S. Segment uses double-gimbaled control moment gyroscopes (CMG). CMGs are used as momentum exchange devices, providing non propulsive attitude control for the vehicle. The CMGs are very important for the ISS program because, first, they save propellant - which needs to be transferred to the Station in special cargo vehicles - and, second, they provide the microgravity environment on the Station - which is necessary for scientific experiments planned for the ISS mission. Since 2002, when one of the CMG on the ISS failed, all CMGs are closely monitored. High gimbal rates, vibration spikes, unusual variations of spin motor current and bearing temperatures are of great concern, since these parameters are the CMG health indicators. The telemetry analysis of these and some other CMG parameters is used to determine constrains and make changes to the CMGs operation on board. These CMG limitations, in turn, may limit the ISS attitude control capabilities and may be critical to ISS operation. Therefore, it is important to know whether the CMG parameter is nominal or out of family, and why. The goal of this project is to analyze an important CMG parameter - spin motor current. Some operational decisions are made now based on the spin motor current signatures. The spin motor current depends on gimbal rates, ISS rates, and spin bearing friction. The spin bearing friction in turn depends on the bearing temperatures, wheel rates, normal load - which is a function of gimbal and wheel rates - lubrication, etc. The first task of this project is to create a spin motor current mathematical model based on CMG dynamics model and the current knowledge on bearing friction in microgravity.

Description: The Laser Interferometer Space Antenna (LISA) mission, a space based gravitational wave detector, uses laser metrology to measure distance fluctuations between proof masses aboard three spacecraft. LISA is unique from a mission design perspective in that three spacecraft and their associated operations form one distributed science instrument, unlike more conventional missions where an instrument is a component of an individual spacecraft. The design of the LiSA spacecraft is also tightly coupled to the design and requirements of the scientific payload; for this reason it is often referred to as a "sciencecraft." A detailed discussion will be presented that describes the current spacecraft design and mission architecture needed to meet the LISA science requirements.

Description: The introduction of United Space Alliance's Human Engineering Modeling and Performance Laboratory began in early 2007 in an attempt to address the problematic workspace design issues that the Space Shuttle has imposed on technicians performing maintenance and inspection operations. The Space Shuttle was not expected to require the extensive maintenance it undergoes between flights. As a result, extensive, costly resources have been expended on workarounds and modifications to accommodate ground processing personnel. Consideration of basic human factors principles for design of maintenance is essential during the design phase of future space vehicles, facilities, and equipment. Simulation will be needed to test and validate designs before implementation.

Description: NASA is developing a new docking system to support future space exploration missions to low-Earth orbit, the Moon, and Mars. This mechanism, called the Low Impact Docking System (LIDS), is designed to connect pressurized space vehicles and structures including the Crew Exploration Vehicle, International Space Station, and lunar lander. NASA Glenn Research Center (GRC) is playing a key role in developing the main interface seal for this new docking system. These seals will be approximately 147 cm (58 in.) in diameter. GRC is evaluating the performance of candidate seal designs under simulated operating conditions at both sub-scale and full-scale levels. GRC is ultimately responsible for delivering flight hardware seals to NASA Johnson Space Center around 2013 for integration into LIDS flight units.

Description: Based on the previous success' of Multi-Element Integration Testing (MEITs) for the International Space Station Program, these type of integrated tests have also been planned for the Constellation Program: MEIT (1) CEV to ISS (emulated) (2) CEV to Lunar Lander/EDS (emulated) (3) Future: Lunar Surface Systems and Mars Missions Finite Element Integration Test (FEIT) (1) CEV/CLV (2) Lunar Lander/EDS/CaL V Integrated Verification Tests (IVT) (1) Performed as a subset of the FEITs during the flight tests and then performed for every flight after Full Operational Capability (FOC) has been obtained with the flight and ground Systems.

Description: This paper discusses the benefits of conducting multi-system integration testing of space flight elements in lieu of merely shipping and shooting to the launch site and launching. "Ship and shoot" is a philosophy that proposes to transport flight elements directly from the factory to the launch site and begin the mission without further testing. Integration testing, relevant to validation testing in this context, is a risk mitigation effort that builds upon the individual element and system levels of qualification and acceptance tests, greatly improving the confidence of operations in space. The International Space Station Program (ISSP) experience is the focus of most discussions from a historical perspective, while proposed integration testing of the Constellation Program is also discussed. The latter will include Multi-Element Integration Testing (MElT) and Flight Element Integration Testing (FElT).

Description: Orion is the next vehicle for human space travel. Humans will be sustained in space by the Orion subystem, environmental control and life support (ECLS). The ECLS concept at the subsystem level is outlined by function and technology. In the past two years, the interface definition with other subsystems has increased through different integrated studies. The paper presents the key requirements and discusses three recent studies (e.g., unpressurized cargo) along with the respective impacts on the ECLS design moving forward.

Description: The Space Shuttle is protected by a Thermal Protection System (TPS) made of tens of thousands of individually shaped heat protection tile. With every flight, tiles are damaged on take-off and return to earth. After each mission, the heat tiles must be fixed or replaced depending on the level of damage. As part of the return to flight mission, the TPS requirements are more stringent, leading to a significant increase in heat tile replacements. The replacement operation requires scanning tile cavities, and in some cases the actual tiles. The 3D scan data is used to reverse engineer each tile into a precise CAD model, which in turn, is exported to a CAM system for the manufacture of the heat protection tile. Scanning is performed while other activities are going on in the shuttle processing facility. Many technicians work simultaneously on the space shuttle structure, which results in structural movements and vibrations. This paper will cover a portable, ultra-fast data acquisition approach used to scan surfaces in this unstable environment.

Description: Rigid polyurethane foams and rigid polyisocyanurate foams (spray-on foam insulation), like those flown on Shuttle, Delta IV, and will be flown on Ares-I and Ares-V, can gain an extraordinary amount of water when under cryogenic conditions for several hours. These foams, when exposed for eight hours to launch pad environments on one side and cryogenic temperature on the other, increase their weight from 35 to 80 percent depending on the duration of weathering or aging. This effect translates into several thousand pounds of additional weight for space vehicles at lift-off. A new cryogenic moisture uptake apparatus was designed to determine the amount of water/ice taken into the specimen under actual-use propellant loading conditions. This experimental study included the measurement of the amount of moisture uptake within different foam materials. Results of testing using both aged specimens and weathered specimens are presented. To better understand cryogenic foam insulation performance, cryogenic moisture testing is shown to be essential. The implications for future launch vehicle thermal protection system design and flight performance are discussed.

Description: Synchronized formation rotations are a common maneuver for planned precision formations. In such a rotation, attitudes remain synchronized with relative positions, as if the spacecraft were embedded in a virtual rigid body. Further, since synchronized rotations are needed for science data collection, this maneuver requires the highest precision control of formation positions and attitudes. A recently completed, major technology milestone for the Terrestrial Planet Finder Interferometer is the high-fidelity, ground demonstration of precision synchronized formation rotations. These demonstrations were performed in the Formation Control Testbed (FCT), which is a flight-like, multi-robot formation testbed. The FCT is briefly introduced, and then the synchronized rotation demonstration results are presented. An initial error budget consisting of formation simulations is used to show the connection between ground performance and TPF-I flight performance.

Description: This trade study was conducted as a part of the Orion Landing System Advanced Development Project to determine possible Terminal Descent Sensor (TDS) architectures that could be used for a rocket assisted landing system. Several technologies were considered for the Orion TDS including radar, lidar, GPS applications, mechanical sensors, and gamma ray altimetry.

Description: The Ares I launch vehicle will be NASA s first new launch vehicle since 1981. Currently in design, it will replace the Space Shuttle in taking astronauts to the International Space Station, and will eventually play a major role in humankind s return to the Moon and eventually to Mars. Prior to any manned flight of this vehicle, unmanned test readiness flights will be flown. The first of these readiness flights, named Ares I-X, is scheduled to be launched in April 2009. The NASA Glenn Research Center is responsible for the design, manufacture, test and analysis of the Ares I-X upper stage simulator (USS) element. As part of the design effort, the structural dynamic response of the Ares I-X launch vehicle to its vibroacoustic flight environments must be analyzed. The launch vehicle will be exposed to extremely high acoustic pressures during its lift-off and aerodynamic stages of flight. This in turn will cause high levels of random vibration on the vehicle's outer surface that will be transmitted to its interior. Critical flight equipment, such as its avionics and flight guidance components are susceptible to damage from this excitation. This study addresses the modelling, analysis and predictions from examining the structural dynamic response of the Ares I-X upper stage to its vibroacoustic excitations. A statistical energy analysis (SEA) model was used to predict the high frequency response of the vehicle at locations of interest. Key to this study was the definition of the excitation fields corresponding to lift off acoustics and the unsteady aerodynamic pressure fluctuations during flight. The predicted results will be used by the Ares I-X Project to verify the flight qualification status of the Ares I-X upper stage components.

Description: In May 2007 the first US fully autonomous rendezvous and capture was successfully performed by DARPA's Orbital Express (OE) mission. Since then, the Boeing ASTRO spacecraft and the Ball Aerospace NEXTSat have performed multiple rendezvous and docking maneuvers to demonstrate the technologies needed for satellite servicing. MSFC's Advanced Video Guidance Sensor (AVGS) is a primary near-field proximity operations sensor integrated into ASTRO's Autonomous Rendezvous and Capture Sensor System (ARCSS), which provides relative state knowledge to the ASTRO GN&C system. This paper provides an overview of the AVGS sensor flying on Orbital Express, and a summary of the ground testing and on-orbit performance of the AVGS for OE. The AVGS is a laser-based system that is capable of providing range and bearing at midrange distances and full six degree-of-freedom (6DOF) knowledge at near fields. The sensor fires lasers at two different frequencies to illuminate the Long Range Targets (LRTs) and the Short Range Targets (SRTs) on NEXTSat. Subtraction of one image from the other image removes extraneous light sources and reflections from anything other than the corner cubes on the LRTs and SRTs. This feature has played a significant role for Orbital Express in poor lighting conditions. The very bright spots that remain in the subtracted image are processed by the target recognition algorithms and the inverse-perspective algorithms, to provide 3DOF or 6DOF relative state information. Although Orbital Express has configured the ASTRO ARCSS system to only use AVGS at ranges of 120 m or less, some OE scenarios have provided opportunities for AVGS to acquire and track NEXTSat at greater distances. Orbital Express scenarios to date that have utilized AVGS include a berthing operation performed by the ASTRO robotic arm, sensor checkout maneuvers performed by the ASTRO robotic arm, 10-m unmated operations, 30-m unmated operations, and Scenario 3-1 anomaly recovery. The AVGS performed very well during the pre-unmated operations, effectively tracking beyond its 10-degree Pitch and Yaw limit-specifications, and did not require I-LOAD adjustments before unmated operations. AVGS provided excellent performance in the 10-m unmated operations, effectively tracking and maintaining lock for the duration of this scenario, and showing good agreement between the short and long range targets. During the 30-m unmated operations, the AVGS continuously tracked the SRT to 31.6 m, exceeding expectations, and continuously tracked the LRT from 8.8 m out to 31.6 m, with good agreement between these two target solutions. After this scenario was aborted at a 10-m separation during remate operations, the AVGS tracked the LRT out 54.3 m, until the relative attitude between the vehicles was too large. The vehicles remained apart for eight days, at ranges from 1 km to 6 km. During the approach to remate in this recovery operation, the AVGS began tracking the LRT at 150 m, well beyond the OE planned limits for AVGS ranges, and functioned as the primary sensor for the autonomous rendezvous and docking.

Description: A numerical model of the Ares I upper stage main propulsion system is formulated based on first principles. Equation's are written as non-linear ordinary differential equations. The GASP fortran code is used to compute thermophysical properties of the working fluids. Complicated algebraic constraints are numerically solved. The model is implemented in Simulink and provides a rudimentary simulation of the time history of important pressures and temperatures during re-pressurization, boost and upper stage firing. The model is validated against an existing reliable code, and typical results are shown.

Description: A universal docking system is being developed by the National Aeronautics and Space Administration (NASA) to support future space exploration missions to low Earth orbit (LEO), to the moon, and to Mars. The candidate docking seals for the system are a composite design consisting of elastomer seal bulbs molded into the front and rear sides of a metal ring. The test specimens were subscale seals with two different elastomer cross-sections and a 12-in. outside diameter. The seal assemblies were mated in elastomer seal-on-metal plate and elastomer seal-on-elastomer seal configurations. The seals were manufactured from S0383-70 silicone elastomer compound. Nominal and off-nominal joint configurations were examined. Both the compression load required to mate the seals and the leak rate observed were recorded while the assemblies were subjected to representative docking system operating temperatures of -58, 73, and 122 F (-50, 23, and 50 C). Both the loads required to fully compress the seals and their leak rates were directly proportional to the test temperature.

Description: Current options for Lunar habitat architecture include inflatable habitats and airlocks. Inflatable structures can have mass and volume advantages over conventional structures. Inflatable structures are perceived to carry additional risk because they are at a lower Technical Readiness Level (TRL) than conventional metallic structures. One of the risks associated with inflatable structures is understanding the tolerance to component damage and the resulting behavior of the system after the damage is introduced. The Damage Tolerance Test (DTT) is designed to study the structural integrity of an expandable structure during and subsequent to induced damage. The TransHab Project developed an experimental inflatable module developed at Johnson Space Center in the 1990's. The TransHab design was originally envisioned for use in Mars Transits but was also studied as a potential habitat for the International Space Station (ISS). The design of the TransHab module was based on a woven design using an Aramid fabric. Testing of this design demonstrated a high level of predictability and repeatability and good correlation with analytical predictions of stresses and deflections. Based on JSC's experience with the design and analysis of woven inflatable structures, the Damage Tolerance Test article was designed and fabricated using a woven design. The Damage Tolerance Test Article consists of a load bearing restraint layer, a bladder or gas barrier, and a structural metallic core. The test article restraint layer is fabricated from one inch wide Kevlar webbing that is woven in a basket weave pattern. Underneath the structural restraint layer is the bladder or gas barrier. For this test the bladder was required to maintain pressure for testing only and was not representative of a flight design. The bladder and structural restraint layer attach to the structural core of the module at steel bulkheads at each end. The two bulkheads are separated by a 10 foot center tube which provides the structural support for the module when in a non-inflated state as well as resists a portion of the axial load when pressurized. The longitudinal members of the structural restraint layer are attached to the bulkheads using a series of clevises that are bolted to the bulkheads. Strain gages are placed on the clevises that can measure change in load when the structural restraint is inflated. The test module is 88 inches in diameter and 120 inches in height. The objectives of the DTT are to (1) verify the structural integrity of the assembled and pressurized structure when a section of the structural restraint layer is cut by a foreign object, and (2) verify the load distribution of the structural restraint layer during pressurization, before and after the structural restraint layer is severed. For this test, a longitudinal structural restraint strap will be severed using a linear shape charge. The linear shape charge was designed specifically for this application to cut only a single longitudinal strap, while not damaging the bladder. An array of strain gages were located at the bulkhead mounted clevises where the longitudinal restraint layer straps are attached. The DTT article was inflated to 45 psig, 25% of the ultimate design pressure, and one of the one-inch wide longitudinal structural members was severed. Strain gage measurements of loading in an array of longitudinal straps were taken throughout pressurization of the module to 45 psig, before firing of the linear shape charge, and after firing of the shape charge and separation of the strap. During testing not only were the original objectives met but better than expected results occurred. This paper will discuss space inflatable structures, damage tolerance analysis, test results, and applicability to the Lunar architecture.

Description: The Ares I-X Flight Test Vehicle is the first in a series of flight test vehicles that will take the Ares I Crew Launch Vehicle design from development to operational capability. The test flight is scheduled for April 2009, relatively early in the Ares I design process so that data obtained from the flight can impact the design of Ares I before its Critical Design Review. Because of the short time frame (relative to new launch vehicle development) before the Ares I-X flight, decisions about the flight test vehicle design had to be made in order to complete analysis and testing in time to manufacture the Ares I-X vehicle hardware elements. This paper describes the similarities and differences between the Ares I-X Flight Test Vehicle and the Ares I Crew Launch Vehicle. Areas of comparison include the outer mold line geometry, aerosciences, trajectory, structural modes, flight control architecture, separation sequence, and relevant element differences. Most of the outer mold line differences present between Ares I and Ares I-X are minor and will not have a significant effect on overall vehicle performance. The most significant impacts are related to the geometric differences in Orion Crew Exploration Vehicle at the forward end of the stack. These physical differences will cause differences in the flow physics in these areas. Even with these differences, the Ares I-X flight test is poised to meet all five primary objectives and six secondary objectives. Knowledge of what the Ares I-X flight test will provide in similitude to Ares I as well as what the test will not provide is important in the continued execution of the Ares I-X mission leading to its flight and the continued design and development of Ares I.

Description: This presentation focuses on the effects of the space environment on spacecraft systems and applying this knowledge to spacecraft pre-launch engineering and operations. Particle radiation, neutral gas particles, ultraviolet and x-rays, as well as micrometeoroids and orbital debris in the space environment have various effects on spacecraft systems, including degradation of microelectronic and optical components, physical damage, orbital decay, biasing of instrument readings, and system shutdowns. Space climate and weather must be considered during the mission life cycle (mission concept, mission planning, systems design, and launch and operations) to minimize and manage risk to both the spacecraft and its systems. A space environment model for use in the mission life cycle is presented.

Description: The systems engineering of space missions to study planet Earth has been an important focus of the National Aeronautics and Space Administration (NASA) since its inception. But all space missions are becoming increasingly complex and this fact, reinforced by some major mishaps, has caused NASA to reevaluate their approach to achieving safety and mission success. A new approach ensures that there are adequate checks and balances in place to maximize the probability of safety and mission success. To this end the agency created the concept of Technical Authority which identifies a key individual accountable and responsible for the technical integrity of a flight mission as well as a project-independent reporting path. At the Goddard Space Flight Center (GSFC) this responsibility ultimately begins with the Mission Systems Engineer (MSE) for each satellite mission. This paper discusses the Technical Authority process and then describes some unique steps that are being taken at the GSFC to support these MSEs in meeting their responsibilities.

Description: In a quest to improve space-based observational capability, an increasing number of investigators are proposing missions with precision formation flying architectures. Typical missions include the Micro- Arcsecond X-ray Imaging Mission (MAXIM), Stellar Imager (SI), and the New Worlds Observer (NWO). Missions designed to explore targets in deep-space generally require holding a formation configuration fixed in inertial space during science observation. Analysis in this paper is specifically aimed at the NWO architecture, characterizing the natural drift of the line-of-sight and the separation range for two spacecraft operating in the vicinity of the Earth/Moon-Sun L(sub 2) libration point. Analysis employs a linear form of the relative dynamics associated with an n-body gravity field. The study is designed to identify favorable observation directions, characterized by minimal line-of-sight drift, along the mission timeline.

Description: The Materials on International Space Station Experiment (MISSE) is being conducted with funding from NASA and the U.S. Department of Defense, in order to evaluate candidate materials and processes for flight hardware. MISSE modules include test specimens used to validate NASA technical standards for part markings exposed to harsh environments in low-Earth orbit and space, including: atomic oxygen, ultraviolet radiation, thermal vacuum cycling, and meteoroid and orbital debris impact. Marked test specimens are evaluated and then mounted in a passive experiment container (PEC) that is affixed to an exterior surface on the International Space Station (ISS). They are exposed to atomic oxygen and/or ultraviolet radiation for a year or more before being retrieved and reevaluated. Criteria include percent contrast, axial uniformity, print growth, error correction, and overall grade. MISSE 1 and 2 (2001-2005), MISSE 3 and 4 (2006-2007), and MISSE 5 (2005-2006) have been completed to date. Acceptable results were found for test specimens marked with Data Matrix(TradeMark) symbols by Intermec Inc. and Robotic Vision Systems Inc using: laser bonding, vacuum arc vapor deposition, gas assisted laser etch, chemical etch, mechanical dot peening, laser shot peening, laser etching, and laser induced surface improvement. MISSE 6 (2008-2009) is exposing specimens marked by DataLase(Registed TradeMark), Chemico technologies Inc., Intermec Inc., and tesa with laser-markable paint, nanocode tags, DataLase and tesa laser markings, and anodized metal labels.

Description: Interaction between the external flowfield and the reaction control system (RCS) thruster plumes of the Phoenix capsule during entry has been investigated. The analysis covered rarefied, transitional, hypersonic and supersonic flight regimes. Performance of pitch, yaw and roll control authority channels was evaluated, with specific emphasis on the yaw channel due to its low nominal yaw control authority. Because Phoenix had already been constructed and its RCS could not be modified before flight, an assessment of RCS efficacy along the trajectory was needed to determine possible issues and to make necessary software changes. Effectiveness of the system at various regimes was evaluated using a hybrid DSMC-CFD technique, based on DSMC Analysis Code (DAC) code and General Aerodynamic Simulation Program (GASP), the LAURA (Langley Aerothermal Upwind Relaxation Algorithm) code, and the FUN3D (Fully Unstructured 3D) code. Results of the analysis at hypersonic and supersonic conditions suggest a significant aero-RCS interference which reduced the efficacy of the thrusters and could likely produce control reversal. Very little aero-RCS interference was predicted in rarefied and transitional regimes. A recommendation was made to the project to widen controller system deadbands to minimize (if not eliminate) the use of RCS thrusters through hypersonic and supersonic flight regimes, where their performance would be uncertain.

Description: An experimental study has been conducted to assess the effects of compression pad cavities on the aeroheating environment of the Project Orion CEV heat-shield at laminar conditions. Testing was conducted in Mach 6 and Mach 10 perfect-gas wind tunnels to obtain heating measurements on and around the compression pads using global phosphor thermography. Consistent trends in heating augmentation levels were observed in the data and correlations of average and maximum heating at the cavities were formulated in terms of the local boundary-layer parameters and cavity dimensions. Additional heating data from prior testing of Genesis and Mars Science Laboratory models were also examined to extend the parametric range of cavity heating correlations.

Description: The Platform Precision Autopilot is an instrument landing system interfaced autopilot system, developed to enable an aircraft to repeatedly fly nearly the same trajectory hours, days, or weeks later. The Platform Precision Autopilot uses a novel design to interface with a NASA Gulfstream III jet by imitating the output of an instrument landing system approach. This technique minimizes, as much as possible, modifications to the baseline Gulfstream III jet and retains the safety features of the aircraft autopilot. The Platform Precision Autopilot requirement is to fly within a 5-m (16.4-ft) radius tube for distances to 200 km (108 nmi) in the presence of light turbulence for at least 90 percent of the time. This capability allows precise repeat-pass interferometry for the Uninhabited Aerial Vehicle Synthetic Aperture Radar program, whose primary objective is to develop a miniaturized, polarimetric, L-band synthetic aperture radar. Precise navigation is achieved using an accurate differential global positioning system developed by the Jet Propulsion Laboratory. Flight-testing has demonstrated the ability of the Platform Precision Autopilot to control the aircraft within the specified tolerance greater than 90 percent of the time in the presence of aircraft system noise and nonlinearities, constant pilot throttle adjustments, and light turbulence.

Description: The Mars Phoenix lander was launched August 4, 2007 and remained in cruise for ten months before landing in the northern plains of Mars in May 2008. The one-month Entry, Descent, and Landing (EDL) operations phase prior to entry consisted of daily analyses, meetings, and decisions necessary to determine if trajectory correction maneuvers and environmental parameter updates to the spacecraft were required. An overview of the Phoenix EDL trajectory simulation and analysis that was performed during the EDL approach and operations phase is described in detail. The evolution of the Monte Carlo statistics and footprint ellipse during the final approach phase is also provided. The EDL operations effort accurately delivered the Phoenix lander to the desired landing region on May 25, 2008.