Space Shuttle GN and C Development History and Evolution

Completion of the final Space Shuttle flight marks the end of a significant era in Human Spaceflight. Developed in the 1970 s, first launched in 1981, the Space Shuttle embodies many significant engineering achievements. One of these is the development and operation of the first extensive fly-by-wire human space transportation Guidance, Navigation and Control (GN&C) System. Development of the Space Shuttle GN&C represented first time inclusions of modern techniques for electronics, software, algorithms, systems and management in a complex system. Numerous technical design trades and lessons learned continue to drive current vehicle development. For example, the Space Shuttle GN&C system incorporated redundant systems, complex algorithms and flight software rigorously verified through integrated vehicle simulations and avionics integration testing techniques. Over the past thirty years, the Shuttle GN&C continued to go through a series of upgrades to improve safety, performance and to enable the complex flight operations required for assembly of the international space station. Upgrades to the GN&C ranged from the addition of nose wheel steering to modifications that extend capabilities to control of the large flexible configurations while being docked to the Space Station. This paper provides a history of the development and evolution of the Space Shuttle GN&C system. Emphasis is placed on key architecture decisions, design trades and the lessons learned for future complex space transportation system developments. Finally, some of the interesting flight operations experience is provided to inform future developers of flight experiences

Enabling Pinpoint Landing (PPL) on Mars

Pinpoint landing (PPL) missions will deliver about 1000 kg of useful payload to the surface of Mars. Mid-to-high latitude landing site compatibility is sought which should provide the means to land at sites up to 2.5 km above Mars mean surface altitude. A dispersion and control analysis process is presented which helps to identify the effects of PPL error drivers, quantify the effect of dispersions on landing error and quantify the landing position control capability/authority along the entry path. An entry/descent/landing (EDL) profile is provided. Guided aeroshell is the baseline for all candidate Mars atmospheric entry architectures. A two-stage architecture is considered for the aerodynamic decelerator descent phase: supersonic parachute plus guided subsonic parachute or high-Mach inflatable decelerator plus guided subsonic parachute. The powered descent phase uses propulsive descent stage for soft landing and final error reduction maneuvers. Studies have found that the aeroshell entry face dispersions can be large, but closed-loop guidance can null out resulting errors to within about 2 km. Additionally, projected parachute control is inadequate to correct worst case dispersions without wind forecast data. To mitigate the problems dispersions due to atmospheric uncertainty can be reduced by providing on-board external means to measure density and winds ahead of the vehicle, higher L/D control authority options for the subsonic parachute phase can be investigated, and decelerators with control authority options for the supersonic descent phase can be examined. A navigation error analysis and wind effects summary are included

Enabling Pinpoint Landing on Mars

This slide presentation reviews the entry, descent and landing (EDL) of a pinpoint landing (PPL) on Mars. These PPL missions will be required to deliver about 1000 kg of useful payload to the surface of Mars, therefore soft landings are of primary interest. The landing sites will be in a mid to to high latitude with possible sites about 2.5 km above the martian mean surface altitude. The applicable EDL is described and reviewed in phases. The evaluation approach is reviewed and the requirements for an accurate landing are reviewed. The descent of the unguided aeroshell entry phase dispersion due to trajectory and ballistic coefficient variations are shown in charts. These charts view the dispersions from three entries, Entry from orbit, and two types of direct entry. There is discussion of the differences in steerable subsonic parachute control vs dispersions, and the propulsive phase delta velocity vs dispersions. Data is presented for the three trajectory phases (i.e., Aeroshell, supersonic and subsonic chute) for Direct entry and low orbit entry. The results of the analysis is presented, including possibilities for mitigation of dispersions. The analysis of the navigation error is summarized, and the trajectory biasing for martian winds is assessed

A science-based agenda for health-protective chemical assessments and decisions: overview and consensus statement

Abstract The manufacture and production of industrial chemicals continues to increase, with hundreds of thousands of chemicals and chemical mixtures used worldwide, leading to widespread population exposures and resultant health impacts. Low-wealth communities and communities of color often bear disproportionate burdens of exposure and impact; all compounded by regulatory delays to the detriment of public health. Multiple authoritative bodies and scientific consensus groups have called for actions to prevent harmful exposures via improved policy approaches. We worked across multiple disciplines to develop consensus recommendations for health-protective, scientific approaches to reduce harmful chemical exposures, which can be applied to current US policies governing industrial chemicals and environmental pollutants. This consensus identifies five principles and scientific recommendations for improving how agencies like the US Environmental Protection Agency (EPA) approach and conduct hazard and risk assessment and risk management analyses: (1) the financial burden of data generation for any given chemical on (or to be introduced to) the market should be on the chemical producers that benefit from their production and use; (2) lack of data does not equate to lack of hazard, exposure, or risk; (3) populations at greater risk, including those that are more susceptible or more highly exposed, must be better identified and protected to account for their real-world risks; (4) hazard and risk assessments should not assume existence of a “safe” or “no-risk” level of chemical exposure in the diverse general population; and (5) hazard and risk assessments must evaluate and account for financial conflicts of interest in the body of evidence. While many of these recommendations focus specifically on the EPA, they are general principles for environmental health that could be adopted by any agency or entity engaged in exposure, hazard, and risk assessment. We also detail recommendations for four priority areas in companion papers (exposure assessment methods, human variability assessment, methods for quantifying non-cancer health outcomes, and a framework for defining chemical classes). These recommendations constitute key steps for improved evidence-based environmental health decision-making and public health protection