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Weld-ASSIST: Weldability Assessment for In-Space Conditions using a Digital Twin
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By NASA
3 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
How to Attend
The workshop will be hosted by NASA Jet Propulsion Laboratory.
Virtual and in-person attendance are available. Registration is required for both. (Link coming soon!)
Virtual attendees will receive connection information one week before the workshop.
Background, Goals and Objectives
The NASA Engineering and Safety Center (NESC) is conducting an assessment of the state of cold capable electronics for future lunar surface missions. The intent is to enable the continuous use of electronics with minimal or no thermal management on missions of up to 20 years in all regions of the lunar surface, e.g., permanently shadowed regions and equatorial. The scope of the assessment includes: capture of the state of cold electronics at NASA, academia, and industry; applications and challenges for lunar environments; gap analyses of desired capabilities vs state of the art/practice; guidance for cold electronics selection, evaluation and qualification; and recommendations for technology advances and follow-on actions to close the gaps. The preliminary report of the assessment will be available the first week of April 2025 on this website, i.e., 3 weeks prior to the workshop. Attendees are urged to read the report beforehand as the workshop will provide only a limited, high-level summary of the report’s key findings. The goal of the workshop is to capture your feedback with regards to the findings of the report, especially in the areas below: Technologies, new or important studies or data that we missed. Gaps, i.e. requirements vs available capabilities that we missed. Additional recommendations, suggestions, requests, that we missed.
Preliminary Agenda
Day 1, April 30, 2025 8:00 – 9:00 Sign-in 9:00 – 10:00 Introduction – Y. Chen 10:00 – 11:00 Environment and Architectural Considerations – R. Some 11:00 – 12:00 Custom Electronics – M. Mojarradi 12:00 – 13:00 Lunch 13:00 – 14:00 COTS Components – J. Yang-Scharlotta 14:00 – 15:00 Power Architecture – R. Oeftering 15:00 – 15:30 Energy Storage – E. Brandon 15:30 – 17:00 Materials and Packaging and Passives – L. Del Castillo 17:00 – 17:30 Qualification – Y. Chen 18:30 Dinner Day 2, May 1, 2025 8:00 – 9:00 Sign-in 9:00 – 12:00 Review and discussion of key findings 12:00 – 13:00 Lunch 13:00 – 15:00 Follow on work concepts & discussions. Please be prepared to discuss: 15 min each from industry primes and subsystem developers What would you like to see developed and how would it impact your future missions/platforms? 15:00 – 17:30 Follow on work concepts & discussions 15 min each from technology & component developers, academia, government agencies, etc. What would you like to be funded to do and what are benefits to NASA/missions? 17:00 – 17:30 Wrap up – Y. Chen Points of Contact
If you have any questions regarding the workshop, please contact Roxanne Cena at Roxanne.R.Cena@jpl.nasa.gov and Amy K. Wilson at Amy.K.Wilson@jpl.nasa.gov
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Last Updated Feb 20, 2025 Related Terms
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By NASA
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By NASA
3 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Equipped with state-of-the-art technology to test and evaluate communication, navigation, and surveillance systems NASA’s Pilatus PC-12 performs touch-and-go maneuvers over a runway at NASA’s Armstrong Flight Research Center in Edwards, California on Sept. 23, 2024. Researchers will use the data to understand Automatic Dependent Surveillance-Broadcast (ADS-B) signal loss scenarios for air taxi flights in urban areas. To prepare for ADS-B test flights pilots and crew from NASA Armstrong and NASA’s Glenn Research Center in Cleveland, ran a series of familiarization flights. These flights included several approach and landings, with an emphasis on avionics, medium altitude air-work with steep turns, slow flight and stall demonstrations.NASA/Steve Freeman As air taxis, drones, and other innovative aircraft enter U.S. airspace, systems that communicate an aircraft’s location will be critical to ensure air traffic safety.
The Federal Aviation Administration (FAA) requires aircraft to communicate their locations to other aircraft and air traffic control in real time using an Automatic Dependent Surveillance-Broadcast (ADS-B) system. NASA is currently evaluating an ADS-B system’s ability to prevent collisions in a simulated urban environment. Using NASA’s Pilatus PC-12 aircraft, researchers are investigating how these systems could handle the demands of air taxis flying at low altitudes through cities.
When operating in urban areas, one particular challenge for ADS-B systems is consistent signal coverage. Like losing cell-phone signal, air taxis flying through densely populated areas may have trouble maintaining ADS-B signals due to distance or interference. If that happens, those vehicles become less visible to air traffic control and other aircraft in the area, increasing the likelihood of collisions.
NASA pilot Kurt Blankenship maps out flight plans during a pre-flight brief. Pilots, crew, and researchers from NASA’s Armstrong Flight Research Center in Edwards, California and NASA’s Glenn Research Center in Cleveland are briefed on the flight plan to gather Automatic Dependent Surveillance-Broadcast signal data between the aircraft and ping-Stations on the ground at NASA Armstrong. These flights are the first cross-center research activity with the Pilatus-PC-12 at NASA Armstrong.NASA/Steve Freeman To simulate the conditions of an urban flight area and better understand signal loss patterns, NASA researchers established a test zone at NASA’s Armstrong Flight Research Center in Edwards, California, on Sept. 23 and 24, 2024.
Flying in the agency’s Pilatus PC-12 in a grid pattern over four ADS-B stations, researchers collected data on signal coverage from multiple ground locations and equipment configurations. Researchers were able to pinpoint where signal dropouts occurred from the strategically placed ground stations in connection to the plane’s altitude and distance from the stations. This data will inform future placement of additional ground stations to enhance signal boosting coverage.
“Like all antennas, those used for ADS-B signal reception do not have a constant pattern,” said Brad Snelling, vehicle test team chief engineer for NASA’s Air Mobility Pathfinders project. “There are certain areas where the terrain will block ADS-B signals and depending on the type of antenna and location characteristics, there are also flight elevation angles where reception can cause signal dropouts,” Snelling said. “This would mean we need to place additional ground stations at multiple locations to boost the signal for future test flights. We can use the test results to help us configure the equipment to reduce signal loss when we conduct future air taxi flight tests.”
Working in the Mobile Operations Facility at NASA’s Armstrong Flight Research Center in Edwards, California, NASA Advanced Air Mobility researcher Dennis Iannicca adjusts a control board to capture Automatic Dependent Surveillance-Broadcast (ADS-B) data during test flights. The data will be used to understand ADS-B signal loss scenarios for air taxi flights in urban areas.NASA/Steve Freeman The September flights at NASA Armstrong built upon earlier tests of ADS-B in different environments. In June, researchers at NASA’s Glenn Research Center in Cleveland flew the Pilatus PC-12 and found a consistent ADS-B signal between the aircraft and communications antennas mounted on the roof of the center’s Aerospace Communications Facility. Data from these flights helped researchers plan out the recent tests at NASA Armstrong. In December 2020, test flights performed under NASA’s Advanced Air Mobility National Campaign used an OH-58C Kiowa helicopter and ground-based ADS-B stations at NASA Armstrong to collect baseline signal information.
NASA’s research in ADS-B signals and other communication, navigation, and surveillance systems will help revolutionize U.S. air transportation. Air Mobility Pathfinders researchers will evaluate the data from the three separate flight tests to understand the different signal transmission conditions and equipment needed for air taxis and drones to safely operate in the National Air Space. NASA will use the results of this research to design infrastructure to support future air taxi communication, navigation, and surveillance research and to develop new ADS-B-like concepts for uncrewed aircraft systems.
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Last Updated Jan 23, 2025 EditorDede DiniusContactLaura Mitchelllaura.a.mitchell@nasa.govLocationArmstrong Flight Research Center Related Terms
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By NASA
3 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
AS16-116-18653 (23 April 1972) — Astronaut Charles M. Duke Jr., Apollo 16 lunar module pilot, stands at a big rock adjacent (south) to the huge “House Rock” (barely out of view at right edge). Note shadow at extreme right center where the two moon-exploring crew members of the mission sampled what they referred to as the “east-by-west split of House Rock” or the open space between this rock and “House Rock”. At their post-mission press conference, the crewmen expressed the opinion that this rock was once a part of “House Rock” which had broken away. The two sampled the big boulder seen here also. Duke has a sample bag in his hand, and a lunar surface rake leans against the large boulder. Astronaut John W. Young, commander, exposed this view with a color magazine in his 70mm Hasselblad camera. While astronauts Young and Duke descended in the Apollo 16 Lunar Module (LM) “Orion” to explore the Descartes highlands landing site on the moon, astronaut Thomas K. Mattingly II, command module pilot, remained with the Command and Service Modules (CSM) “Casper” in lunar orbit.NASA The goals of the working group were to:
Endorse or recommend changes to H2S SMAC levels that had been proposed by the JSC Toxicology Laboratory Review a draft H2S SMAC manuscript prepared by the JSC Toxicology Laboratory Provide any additional insight and consideration regarding H2S toxicity that should be considered for spaceflight programs Background
The NASA Spaceflight Human-System Standard (NASA-STD-3001) establishes that vehicle systems shall limit atmospheric contamination below established limits [V2 6050] Atmosphere Contamination Limit. The JSC Toxicology Laboratory maintains the JSC 20584 Spacecraft Maximum Allowable Concentrations for Airborne Contaminants document, which contains a table of SMAC values for a variety of chemicals including carbon monoxide, ammonia, heavy metals, and a wide range of volatile organic compounds. SMACs are documented for 1-hr, 24-hr, 7-day, 30-day, 180-day, and 1000-day time spans for each chemical, and express the maximum concentration to which spaceflight crew can be exposed for that duration.
Read More The organ system that is affected as well as the effect (symptoms) are also documented for each SMAC. For more information on SMACs, see this article Exposure Guidelines (SMACs and SWEGs) – NASA and the OCHMO Spaceflight Toxicology technical brief technical brief.
Read More A SMAC value for hydrogen sulfide has not previously been established since it has not been of concern in spacecraft. However, with Artemis missions returning to the moon there is a possibility that H2S could be released within spacecraft during lunar sample return, given that this compound may be a component of lunar polar ice. H2S has an intense smell of rotten eggs and therefore has a distracting psychological element. Physiologically it has been shown to be an irritant at low concentrations and in high concentrations can potentially lead to neurological effects and unconsciousness.
Hydrogen sulfide SMAC values will define safe limits for spaceflight crews on future missions and could drive new requirements for monitoring and mitigation of this chemical during spaceflight.
Read More Conclusions
Key points of the review were:
The proposed 1-hour, 24-hour, 7-day, 30-day, and 180-day SMAC values were deemed appropriate and were endorsed by each of the panel members. The proposed 1000-day SMAC value is so low that the panel’s opinion is that this SMAC may not be attainable due to human-generated sources, and that these concentrations do not represent a true toxicological risk. The recommendation is to eliminate the 1000-day SMAC, or to call it a guideline. The general SMAC calculation approach and inclusion of safety factors is logical, although some additional rationale would be justified. Interactive and additive effects with other substances are considered negligible, particularly at these low concentrations. Microgravity-induced physiological changes are unlikely to exacerbate hydrogen sulfide exposure at these low concentrations. Recommendations were made with the understanding that these SMACs apply to pre-screened, healthy astronauts. For private spaceflight participants who may not be as well screened, the panel recommended individual physician attention and a review of all SMACs (including hydrogen sulfide), to identify sensitivities in certain populations (existing disease states, etc.). Passive dosimetry technology is available and should be considered for long-term monitoring at these low concentrations. Following consideration of the panel’s recommendation, the NASA/TM-20240000101 Exposure Limits for Hydrogen Sulfide in Spaceflight was revised and released by the JSC toxicology group in January of 2024 and is available below.
Read More Astronaut Woody Hoburg replaces life support system components inside the International Space Station’s Destiny laboratory module.NASA About the Author
Kim Lowe
Human Systems Standards Integrator
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Last Updated Jan 17, 2025 Related Terms
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By NASA
This map depicts global temperature anomalies for meteorological summer in 2024 (June, July, and August). It shows how much warmer or cooler different regions of Earth were compared to the baseline average from 1951 to 1980. (Credit: NASA/NOAA) Climate researchers from NASA and NOAA (National Oceanic and Atmospheric Administration) will release their annual assessments of global temperatures and discuss the major climate trends of 2024 during a media briefing at 12 p.m. EST Friday, Jan. 10.
NASA will share the briefing on the agency’s website at: https://www.nasa.gov/live.
Participants will include:
Gavin Schmidt, director, NASA’s Goddard Institute for Space Studies Russ Vose, chief, Monitoring and Assessment Branch, NOAA National Centers for Environmental Information Media interested in participating must RSVP to NOAA by the time of the event.
NASA and NOAA are stewards of global temperature data and independently produce a record of Earth’s surface temperatures and changes based on historical observations over land and ocean.
For more information about NASA’s Earth science programs, visit:
https://www.nasa.gov/earth
-end-
Liz Vlock
Headquarters, Washington
202-358-1600
elizabeth.a.vlock@nasa.gov
Peter Jacobs
Goddard Space Flight Center, Greenbelt, Maryland
301-286-0535
peter.jacobs@nasa.gov
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