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Anchor Tenancy and Termination Liability - 51 U.S.C. 50503
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By NASA
This article is from the 2024 Technical Update
Autonomous flight termination systems (AFTS) are being progressively employed onboard launch vehicles to replace ground personnel and infrastructure needed to terminate flight or destruct the vehicle should an anomaly occur. This automation uses on-board real-time data and encoded logic to determine if the flight should be self-terminated. For uncrewed launch vehicles, FTS systems are required to protect the public and governed by the United States Space Force (USSF). For crewed missions, NASA must augment range AFTS requirements for crew safety and certify each flight according to human rating standards, thus adding unique requirements for reuse of software originally intended for uncrewed missions. This bulletin summarizes new information relating to AFTS to raise awareness of key distinctions, summarize considerations and outline best practices for incorporating AFTS into human-rated systems.
Key Distinctions – Crewed v. Uncrewed
There are inherent behavioral differences between uncrewed and crewed AFTS related to design philosophy and fault tolerance. Uncrewed AFTS generally favor fault tolerance against failure-to-destruct over failing silent
in the presence of faults. This tenet permeates the design, even downto the software unit level. Uncrewed AFTS become zero-fault-to-destruct tolerant to many unrecoverable AFTS errors, whereas general single fault
tolerance against vehicle destruct is required for crewed missions. Additionally, unique needs to delay destruction for crew escape, provide abort options and special rules, and assess human-in-the-loop insight, command, and/or override throughout a launch sequence must be considered and introduces additional requirements and integration complexities.
AFTS Software Architecture Components and Best-Practice Use Guidelines
A detailed study of the sole AFTS currently approved by USSF and utilized/planned for several launch vehicles was conducted to understand its characteristics, and any unique risk and mitigation techniques for effective human-rating reuse. While alternate software systems may be designed in the future, this summary focuses on an architecture employing the Core Autonomous Safety Software (CASS). Considerations herein are intended for extrapolation to future systems. Components of the AFTS software architecture are shown, consisting of the CASS, “Wrapper”, and Mission Data Load (MDL) along with key characteristics and use guidelines. A more comprehensive description of each and recommendations for developmental use is found in Ref. 1.
Best Practices Certifying AFTS Software
Below are non-exhaustive guidelines to help achieve a human-rating
certification for an AFTS.
References
NASA/TP-20240009981: Best Practices and Considerations for Using
Autonomous Flight Termination Software In Crewed Launch Vehicles
https://ntrs.nasa.gov/citations/20240009981 “Launch Safety,” 14 C.F.R., § 417 (2024). NPR 8705.2C, Human-Rating Requirements for Space Systems, Jul 2017,
nodis3.gsfc.nasa.gov/ NASA Software Engineering Requirements, NPR 7150.2D, Mar 2022,
nodis3.gsfc.nasa.gov/ RCC 319-19 Flight Termination Systems Commonality Standard, White
Sands, NM, June 2019. “Considerations for Software Fault Prevention and Tolerance”, NESC
Technical Bulletin No. 23-06 https://ntrs.nasa.gov/citations/20230013383 “Safety Considerations when Repurposing Commercially Available Flight
Termination Systems from Uncrewed to Crewed Launch Vehicles”, NESC
Technical Bulletin No. 23-02 https://ntrs.nasa.gov/citations/20230001890 View the full article
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By NASA
(a) Acquisition from commercial providers. The Administrator shall, to the extent possible and while satisfying the scientific or educational requirements of the National Aeronautics and Space Administration, and where appropriate, of other Federal agencies and scientific researchers, acquire, where cost effective, space science data from a commercial provider.
(b) Treatment of space science data as commercial item under acquisition laws Acquisitions of space science data by the Administrator shall be carried out in accordance with applicable acquisition laws and regulations (including chapters 137 and 140 of title 10). For purposes of such law and regulations, space science data shall be considered to be a commercial item. Nothing in this subsection shall be construed to preclude the United States from acquiring, through contracts with commercial providers, sufficient rights in data to meet the needs of the scientific and educational community or the needs of other government activities.
(c) Definition. For purposes of this section, the term ”space science data” includes scientific data concerning – (1) the elemental and mineralogical resources of the moon, asteroids, planets and their moons, and comets; (2) microgravity acceleration; and (3) solar storm monitoring.
(d) Safety standards. Nothing in this section shall be construed to prohibit the Federal Government from requiring compliance with applicable safety standards.
(e) Limitation. This section does not authorize the National Aeronautics and Space Administration to provide financial assistance for the development of commercial systems for the collection of space science data.
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(Pub. L. 105-303, title I, Sec. 105, Oct. 28, 1998, 112 Stat. 2852.)
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By NASA
42 USC Sec. 2466 Shuttle pricing policy; Congressional findings and declaration of purpose
The Congress finds and declares that – (1) the Space Transportation System is a vital element of the United States space program, contributing to the United States leadership in space research, technology, and development; (2) the Space Transportation System is the primary space launch system for both United States national security and civil government missions; (3) the Space Transportation System contributes to the expansion of United States private sector investment and involvement in space and therefore should serve commercial users; (4) the availability of the Space Transportation System to foreign users for peaceful purposes is an important means of promoting international cooperative activities in the national interest and in maintaining access to space for activities which enhance the security and welfare of mankind; (5) the United States is committed to maintaining world leadership in space transportation; (6) making the Space Transportation System fully operational and cost effective in providing routine access to space will maximize the national economic benefits of the system; and (7) national goals and the objectives for the Space Transportation System can be furthered by a stable and fair pricing policy for the Space Transportation System.
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(Pub. L. 99-170, title II, Sec. 201, Dec. 5, 1985, 99 Stat. 1017.)
CODIFICATION Section was enacted as part of the National Aeronautics and Space Administration Authorization Act of 1986, and not as part of the National Aeronautics and Space Act of 1958 which is classified principally to this chapter. -MISC3- EFFECTIVE DATE Section 205 of title II of Pub. L. 99-170 provided that: ”This title (enacting this section and sections 2466a to 2466c of this title) shall apply to flights of the Space Transportation System beginning on and after October 1, 1988
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By Space Force
Lt. Gen. Michael A. Guetlein, commander of USSF’s Space Systems Command, joined USC President Carol Folt at USC’s University Park Campus for the signing. Other Space Systems Command attendees included Brig. Gen. D. Jason Cothern, SSC vice commander; CMSgt. Willie H. Frazier II, SSC senior enlisted leader; Natalie Riedel, director of contracting; Col. Robert Long, commander of Space Launch Delta 30 at Vandenberg Space Force Base; and Roberta Ewart, Chief Scientist.
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