Mars Earth Return Vehicle (MERV) Propulsion Options

The COMPASS Team was tasked with the design of a Mars Sample Return Vehicle. The current Mars sample return mission is a joint National Aeronautics and Space Administration (NASA) and European Space Agency (ESA) mission, with ESA contributing the launch vehicle for the Mars Sample Return Vehicle. The COMPASS Team ran a series of design trades for this Mars sample return vehicle. Four design options were investigated: Chemical Return /solar electric propulsion (SEP) stage outbound, all-SEP, all chemical and chemical with aerobraking. The all-SEP and Chemical with aerobraking were deemed the best choices for comparison. SEP can eliminate both the Earth flyby and the aerobraking maneuver (both considered high risk by the Mars Sample Return Project) required by the chemical propulsion option but also require long low thrust spiral times. However this is offset somewhat by the chemical/aerobrake missions use of an Earth flyby and aerobraking which also take many months. Cost and risk analyses are used to further differentiate the all-SEP and Chemical/Aerobrake options

Human Exploration Using Real-Time Robotic Operations (HERRO)- Crew Telerobotic Control Vehicle (CTCV) Design

The HERRO concept allows real time investigation of planets and small bodies by sending astronauts to orbit these targets and telerobotically explore them using robotic systems. Several targets have been put forward by past studies including Mars, Venus, and near Earth asteroids. A conceptual design study was funded by the NASA Innovation Fund to explore what the HERRO concept and it's vehicles would look like and what technological challenges need to be met. This design study chose Mars as the target destination. In this way the HERRO studies can define the endpoint design concepts for an all-up telerobotic exploration of the number one target of interest Mars. This endpoint design will serve to help planners define combined precursor telerobotics science missions and technology development flights. A suggested set of these technologies and demonstrator missions is shown in Appendix B. The HERRO concept includes a crewed telerobotics orbit vehicle as well three Truck rovers, each supporting two teleoperated geologist robots Rockhounds (each truck/Rockhounds set is landed using a commercially launched aeroshell landing system.) Options include a sample ascent system teamed with an orbital telerobotic sample rendezvous and return spacecraft (S/C) (yet to be designed). Each truck rover would be landed in a science location with the ability to traverse a 100 km diameter area, carrying the Rockhounds to 100 m diameter science areas for several week science activities. The truck is not only responsible for transporting the Rockhounds to science areas, but also for relaying telecontrol and high-res communications to/from the Rockhound and powering/heating the Rockhound during the non-science times (including night-time). The Rockhounds take the place of human geologists by providing an agile robotic platform with real-time telerobotics control to the Rockhound from the crew telerobotics orbiter. The designs of the Truck rovers and Rockhounds will be described in other publications. This document focuses on the CTCV design

Venus Landsailer Zephyr

Imagine sailing across the hot plains of Venus! A design for a craft to do just this was completed by the COncurrent Multidisciplinary Preliminary Assessment of Space Systems (COMPASS) Team for the NASA Innovative Advanced Concepts (NIAC) project. The robotic craft could explore over 30 kilometers of the surface of Venus, driven by the power of the wind. The Zephyr Venus Landsailer is a science mission concept for exploring the surface of Venus with a mobility and science capability roughly comparable to the Mars Exploration Rovers (MER) mission, but using the winds of the thick atmosphere of Venus for propulsion. It would explore the plains of Venus in the year 2025, near the Venera 10 landing site, where wind velocities in the range of 80 to 120 centimeters per second (cm/s) were measured by earlier Soviet landing missions. These winds are harnessed by a large wing/sail which would also carry the solar cells to generate power. At around 250 kilograms (kg), Zephyr would carry an 8 meter tall airfoil sail (12 square meters area), 25 kg of science equipment (mineralogy, grinder, and weather instruments) and return 2 gigabytes of science over a 30 day mission. Due to the extreme temperatures (450 degrees Centigrade) and pressures (90 bar) on Venus, Zephyr would have only basic control systems (based on high temperature silicon carbide (SiC)electronics) and actuators. Control would come from an orbiter which is in turn controlled from Earth. Due to the time delay from the Earth a robust control system would need to exist on the orbiter to keep Zephyr on course. Data return and control would be made using a 250 megahertz link with the orbiter with a maximum data rate of 2 kilobits per second. At the minimal wind speed required for mobility of 35 cm/s, the vehicle move at a slow but steady 4 cm/s by positioning the airfoil and use of one wheel that is steered for pointing control. Navigation commands from the orbiter will be based upon navigation cameras, simple accelerometers and stability sensors; Zephyr's stability is robust, using a wide wheel base along with controls to "feather" or "luff" the airfoil and apply brakes to stop the vehicle in the case of unexpected conditions. This would be the science gathering configuration. The vehicle itself would need to be made from titanium (Ti) as the structural material, with a corrosion-barrier overcoating due to extreme temperatures on the surface

A CubeSat Asteroid Mission: Design Study and Trade-Offs

There is considerable interest in expanding the applicability of cubesat spacecraft into lightweight, low cost missions beyond Low Earth Orbit. A conceptual design was done for a 6-U cubesat for a technology demonstration to demonstrate use of electric propulsion systems on a small satellite platform. The candidate objective was a mission to be launched on the SLS test launch EM-1 to visit a Near-Earth asteroid. Both asteroid fly-by and asteroid rendezvous missions were analyzed. Propulsion systems analyzed included cold-gas thruster systems, Hall and ion thrusters, incorporating either Xenon or Iodine propellant, and an electrospray thruster. The mission takes advantage of the ability of the SLS launch to place it into an initial trajectory of C3=0. Targeting asteroids that fly close to earth minimizes the propulsion required for fly-by/rendezvous. Due to mass constraints, high specific impulse is required, and volume constraints mean the propellant density was also of great importance to the ability to achieve the required deltaV. This improves the relative usefulness of the electrospray salt, with higher propellant density. In order to minimize high pressure tanks and volatiles, the salt electrospray and iodine ion propulsion systems were the optimum designs for the fly-by and rendezvous missions respectively combined with a thruster gimbal and wheel system For the candidate fly-by mission, with a mission deltaV of about 400 m/s, the mission objectives could be accomplished with a 800s electrospray propulsion system, incorporating a propellant-less cathode and a bellows salt tank. This propulsion system is planned for demonstration on 2015 LEO and 2016 GEO DARPA flights. For the rendezvous mission, at a V of 2000 m/s, the mission could be accomplished with a 50W miniature ion propulsion system running iodine propellant. This propulsion system is not yet demonstrated in space. The conceptual design shows that an asteroid mission is possible using a cubesat platform with high-efficiency electric propulsion

Advanced Lithium Ion Venus Explorer (ALIVE)

The COncurrent Multidisciplinary Preliminary Assessment of Space Systems (COMPASS) Team partnered with the Applied Research Laboratory to perform a NASA Innovative Advanced Concepts (NIAC) Program study to evaluate chemical based power systems for keeping a Venus lander alive (power and cooling) and functional for a period of days. The mission class targeted was either a Discovery ($500M) or New Frontiers ($750M to $780M) class mission. Historic Soviet Venus landers have only lasted on the order of 2 hours in the extreme Venus environment:temperatures of 460 degrees Centigrade and pressures of 93 bar. Longer duration missions have been studied using plutonium powered systems to operate and cool landers for up to a year. However, the plutonium load is very large. This NIAC study sought to still provide power and cooling but without the plutonium. Batteries are far too heavy but a system which uses the atmosphere (primarily carbon dioxide) and on on-board fuel to power a power generation and cooling system was sought. The resuling design was the Advanced Long-Life Lander Investigating the Venus Environment (ALIVE) Spacecraft (S/C) which burns lithium (Li) with the CO2 atmosphere to heat a Duplex Stirling to power and cool the lander for a 5-day duration (until the Li is exhausted). While it does not last years a chemical powered system surviving days eliminates the cost associated with utilizing a flyby relay S/C and allows a continuous low data rate direct to earth (DTE) link in this instance from the Ovda Regio of Venus. The five-day collection time provided by the chemical power systems also enables science personnel on earth to interact and retarget science - something not possible with an approximately 2-hour spacecraft lifetime. It also allows for contingency operations directed by the ground (reduced risk). The science package was based on that envisioned by the Venus Intrepid Tessera Lander (VITaL) Decadal Survey Study. The Li Burner within the long duration power system creates approximately 14000 W of heat. This 1300 degree Centigrade heat using Li in the bottom "ballast" tank is melted to liquid by the Venus temperature, drawn into a furnace by a wick and burned with atmospheric CO2. The Li carbonate exhaust is liquid at 1300 degrees Centigrade and being denser than Li drains into the the Li tank and solidifies. Since the exhaust product is a dense liquid no "chimney" is required which conserves the heat for the stirling power convertor. The Duplex Stirling provides about 300 W of power and removes about 300 W of heat from the avionics and heat that leaks into the 1-bar-insulated payload pressure vessel kept at 25 degrees Centigrade. The Na K radiator is run to the top of the drag flap.The ALIVE vehicle is carried to Venus via an Atlas 411 launch vehicle (LV) with a C3 of 7 km2/s2. An Aeroshell, derived from the Genesis mission, enables a direct entry into the atmosphere of Venus (-10 degrees Centigrade, 40 g max) and 6 m/s for landing (44 g) using a drag ring. For surface science and communication, a 100 WRF (WebEx Recording Format), X-Band 0.6-meter pointable DTE (Direct-to-Earth) antenna provides 2 kbps (kilobits per second) to DSN (Deep-Space Network) 34-meter antenna clusters.Table 1.1 summarizes the top-level details of each subsystem that was incorporated into the design. Cost estimates of the ALIVE mission show it at approximately$760M which puts it into the New Frontiers class.The ALIVE landed duration is only limited by the amount of Li which can be carried by the lander. Further studies are needed to investigate how additional mass can be carried, perhaps by a larger launcher and larger aeroshell

Global, regional, and national burden of diabetes from 1990 to 2021, with projections of prevalence to 2050: a systematic analysis for the Global Burden of Disease Study 2021

Background Diabetes is one of the leading causes of death and disability worldwide, and affects people regardless of country, age group, or sex. Using the most recent evidentiary and analytical framework from the Global Burden of Diseases, Injuries, and Risk Factors Study (GBD), we produced location-specific, age-specific, and sex-specific estimates of diabetes prevalence and burden from 1990 to 2021, the proportion of type 1 and type 2 diabetes in 2021, the proportion of the type 2 diabetes burden attributable to selected risk factors, and projections of diabetes prevalence through 2050. Methods Estimates of diabetes prevalence and burden were computed in 204 countries and territories, across 25 age groups, for males and females separately and combined; these estimates comprised lost years of healthy life, measured in disability-adjusted life-years (DALYs; defined as the sum of years of life lost [YLLs] and years lived with disability [YLDs]). We used the Cause of Death Ensemble model (CODEm) approach to estimate deaths due to diabetes, incorporating 25 666 location-years of data from vital registration and verbal autopsy reports in separate total (including both type 1 and type 2 diabetes) and type-specific models. Other forms of diabetes, including gestational and monogenic diabetes, were not explicitly modelled. Total and type 1 diabetes prevalence was estimated by use of a Bayesian meta-regression modelling tool, DisMod-MR 2.1, to analyse 1527 location-years of data from the scientific literature, survey microdata, and insurance claims; type 2 diabetes estimates were computed by subtracting type 1 diabetes from total estimates. Mortality and prevalence estimates, along with standard life expectancy and disability weights, were used to calculate YLLs, YLDs, and DALYs. When appropriate, we extrapolated estimates to a hypothetical population with a standardised age structure to allow comparison in populations with different age structures. We used the comparative risk assessment framework to estimate the risk-attributable type 2 diabetes burden for 16 risk factors falling under risk categories including environmental and occupational factors, tobacco use, high alcohol use, high body-mass index (BMI), dietary factors, and low physical activity. Using a regression framework, we forecast type 1 and type 2 diabetes prevalence through 2050 with Socio-demographic Index (SDI) and high BMI as predictors, respectively. Findings In 2021, there were 529 million (95% uncertainty interval [UI] 500–564) people living with diabetes worldwide, and the global age-standardised total diabetes prevalence was 6·1% (5·8–6·5). At the super-region level, the highest age-standardised rates were observed in north Africa and the Middle East (9·3% [8·7–9·9]) and, at the regional level, in Oceania (12·3% [11·5–13·0]). Nationally, Qatar had the world’s highest age-specific prevalence of diabetes, at 76·1% (73·1–79·5) in individuals aged 75–79 years. Total diabetes prevalence—especially among older adults—primarily reflects type 2 diabetes, which in 2021 accounted for 96·0% (95·1–96·8) of diabetes cases and 95·4% (94·9–95·9) of diabetes DALYs worldwide. In 2021, 52·2% (25·5–71·8) of global type 2 diabetes DALYs were attributable to high BMI. The contribution of high BMI to type 2 diabetes DALYs rose by 24·3% (18·5–30·4) worldwide between 1990 and 2021. By 2050, more than 1·31 billion (1·22–1·39) people are projected to have diabetes, with expected age-standardised total diabetes prevalence rates greater than 10% in two super-regions: 16·8% (16·1–17·6) in north Africa and the Middle East and 11·3% (10·8–11·9) in Latin America and Caribbean. By 2050, 89 (43·6%) of 204 countries and territories will have an age-standardised rate greater than 10%.Peer ReviewedPostprint (published version

Comprehensive dissection of prevalence rates, sex differences, and blood level-dependencies of clozapine-associated adverse drug reactions

Clozapine is often underused due to concerns about adverse drug reactions (ADRs) but studies into their prevalences are inconclusive. We therefore comprehensively examined prevalences of clozapineassociated ADRs in individuals with schizophrenia and demographic and clinical factors associated with their occurrence. Data from a multi-center study (n=698 participants) were collected. The mean number of ADRs during clozapine treatment was 4.8, with 2.4% of participants reporting no ADRs. The most common ADRs were hypersalivation (74.6%), weight gain (69.3%), and increased sleep necessity (65.9%), all of which were more common in younger participants. Participants with lower BMI prior to treatment were more likely to experience significant weight gain (>10%). Constipation occurred more frequently with higher clozapine blood levels and doses. There were no differences in ADR prevalence rates between participants receiving clozapine monotherapy and polytherapy. These findings emphasize the high prevalence of clozapine-associated ADRs and highlight several demographic and clinical factors contributing to their occurrence. By understanding these factors, clinicians can better anticipate and manage clozapine-associated ADRs, leading to improved treatment outcomes and patient well-being

BHPR research: qualitative1. Complex reasoning determines patients' perception of outcome following foot surgery in rheumatoid arhtritis

Background: Foot surgery is common in patients with RA but research into surgical outcomes is limited and conceptually flawed as current outcome measures lack face validity: to date no one has asked patients what is important to them. This study aimed to determine which factors are important to patients when evaluating the success of foot surgery in RA Methods: Semi structured interviews of RA patients who had undergone foot surgery were conducted and transcribed verbatim. Thematic analysis of interviews was conducted to explore issues that were important to patients. Results: 11 RA patients (9 ♂, mean age 59, dis dur = 22yrs, mean of 3 yrs post op) with mixed experiences of foot surgery were interviewed. Patients interpreted outcome in respect to a multitude of factors, frequently positive change in one aspect contrasted with negative opinions about another. Overall, four major themes emerged. Function: Functional ability & participation in valued activities were very important to patients. Walking ability was a key concern but patients interpreted levels of activity in light of other aspects of their disease, reflecting on change in functional ability more than overall level. Positive feelings of improved mobility were often moderated by negative self perception ("I mean, I still walk like a waddling duck”). Appearance: Appearance was important to almost all patients but perhaps the most complex theme of all. Physical appearance, foot shape, and footwear were closely interlinked, yet patients saw these as distinct separate concepts. Patients need to legitimize these feelings was clear and they frequently entered into a defensive repertoire ("it's not cosmetic surgery; it's something that's more important than that, you know?”). Clinician opinion: Surgeons' post operative evaluation of the procedure was very influential. The impact of this appraisal continued to affect patients' lasting impression irrespective of how the outcome compared to their initial goals ("when he'd done it ... he said that hasn't worked as good as he'd wanted to ... but the pain has gone”). Pain: Whilst pain was important to almost all patients, it appeared to be less important than the other themes. Pain was predominately raised when it influenced other themes, such as function; many still felt the need to legitimize their foot pain in order for health professionals to take it seriously ("in the end I went to my GP because it had happened a few times and I went to an orthopaedic surgeon who was quite dismissive of it, it was like what are you complaining about”). Conclusions: Patients interpret the outcome of foot surgery using a multitude of interrelated factors, particularly functional ability, appearance and surgeons' appraisal of the procedure. While pain was often noted, this appeared less important than other factors in the overall outcome of the surgery. Future research into foot surgery should incorporate the complexity of how patients determine their outcome Disclosure statement: All authors have declared no conflicts of interes