Technology readiness assessments: A retrospective

The development of new system capabilities typically depends upon the prior success of advanced technology research and development efforts. These systems developments inevitably face the three major challenges of any project: performance, schedule and budget. Done well, advanced technology programs can substantially reduce the uncertainty in all three of these dimensions of project management. Done poorly, or not at all, and new system developments suffer from cost overruns, schedule delays and the steady erosion of initial performance objectives. It is often critical for senior management to be able to determine which of these two paths is more likely—and to respond accordingly. The challenge for system and technology managers is to be able to make clear, well-documented assessments of technology readiness and risks, and to do so at key points in the life cycle of the program.In the mid 1970s, the National Aeronautics and Space Administration (NASA) introduced the concept of “technology readiness levels” (TRLs) as a discipline-independent, programmatic figure of merit (FOM) to allow more effective assessment of, and communication regarding the maturity of new technologies. In 1995, the TRL scale was further strengthened by the articulation of the first definitions of each level, along with examples (J. Mankins, Technology readiness levels, A White Paper, NASA, Washington, DC, 1995. [1]). Since then, TRLs have been embraced by the U.S. Congress’ General Accountability Office (GAO), adopted by the U.S. Department of Defense (DOD), and are being considered for use by numerous other organizations. Overall, the TRLs have proved to be highly effective in communicating the status of new technologies among sometimes diverse organizations.This paper will review the concept of “technology readiness assessments”, and provide a retrospective on the history of “TRLs” during the past 30 years. The paper will conclude with observations concerning prospective future directions for the important discipline of technology readiness assessments.     

Characterizing high-energy-density propellants for space propulsion applications

A technique for computationally determining the thermophysical properties of high-energy-density matter (HEDM) propellants is presented. HEDM compounds are of interest in the liquid rocket engine industry due to their high density and high energy content relative to existing industry-standard propellants. In order to accurately model rocket engine performance, cost and weight in a conceptual design environment, several thermodynamic and physical properties are required over a range of temperatures and pressures. The approach presented here combines quantum mechanical and molecular dynamic (MD) calculations and group additivity methods. A method for improving the force field model coefficients used in the MD is included. This approach is used to determine thermophysical properties for two HEDM compounds of interest: quadricyclane and 2-azido-N,N-dimethylethanamine (DMAZ). The modified force field approach provides results that more accurately match experimental data than the unmodified approach. Launch vehicle and Lunar lander case studies are presented to quantify the system level impact of employing quadricyclane and DMAZ rather than industry standard propellants. In both cases, the use of HEDM propellants provides reductions in vehicle mass compared to industry standard propellants. The results demonstrate that HEDM propellants can be an attractive technology for future launch vehicle and Lunar lander applications.     

Ares I–X Flight Test Vehicle similitude to the Ares I Crew Launch Vehicle

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. Ares I–X is scheduled for a 2009 flight date, early enough in the Ares I design and development process so that data obtained from the flight can impact the design of Ares I before its Critical Design Review. Decisions on Ares I–X scope, flight test objectives, and FTV fidelity were made prior to the Ares I systems requirements being baselined. This was necessary in order to achieve a development flight test to impact the Ares I design. Differences between the Ares I–X and the Ares I configurations are artifacts of formulating this experimental project at an early stage and the natural maturation of the Ares I design process. 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.     

Carbon dioxide dynamics of combined crops of wheat,cowpea, pinto beans in the Laboratory Biosphere closed ecological system

A mixed crop consisting of cowpeas, pinto beans and Apogee ultra-dwarf wheat was grown in the Laboratory Biosphere, a 40 m³ closed life system equipped with 12,000 W of high pressure sodium lamps over planting beds with 5.37 m² of soil. Similar to earlier reported experiments, the concentration of carbon dioxide initially increased to 7860 ppm at 10 days after planting due to soil respiration plus CO₂ contributed from researchers breathing while in the chamber for brief periods before plant growth became substantial. Carbon dioxide concentrations then fell rapidly as plant growth increased up to 29 days after planting and subsequently was maintained mostly in the range of about 200–3000 ppm (with a few excursions) by CO₂ injections to feed plant growth. Numerous analyses of rate of change of CO₂ concentration at many different concentrations and at many different days after planting reveal a strong dependence of fixation rates on CO₂ concentration. In the middle period of growth (days 31–61), fixation rates doubled for CO₂ at 450 ppm compared to 270 ppm, doubled again at 1000 ppm and increased a further 50% at 2000 ppm. High productivity from these crops and the increase of fixation rates with elevated CO₂ concentration supports the concept that enhanced CO₂ can be a useful strategy for remote life support systems. The data suggests avenues of investigation to understand the response of plant communities to increasing CO₂ concentrations in the Earth’s atmosphere. Carbon balance accounting and evapotranspiration rates are included.     

Doppler observations of infrasonic waves of meteorological origin at ionospheric heights

Ionospheric effects of meteorological origin observed by the continuous HF Doppler sounder over the Czech Republic are reported in this paper. We focused on detection of waves of periods 1–10 min. We discuss the influence of dynamics and intensity of active weather systems on the occurrence of short period waves and dependence of the observed ionospheric effects on the height of reflection of the sounding radio wave. We observed 3–5 min waves during a severe weather event in summer and 2.5–4 min waves during a severe weather event in winter. We excluded possible geomagnetic origin of these oscillations by the analysis of fluctuations of the local geomagnetic field. In eight cases of 10, wave activity in the analysed period range was not significantly increased comparing to quiet days. The intensity of weather systems as well as the location of potential sources of waves towards the points of HF Doppler shift observation influence significantly the occurrence of infrasonic waves in the ionosphere. The results in Central Europe differ considerably from those previously obtained in North America. As a possible reason, we discuss different intensity and dynamics of weather systems in both regions.     

Optimization of transfers under constraints on the thrust direction: II

This paper completes the study of optimal transfers with constraints imposed on the thrust vector direction that was opened by paper [1]. The linear inhomogeneous and homogeneous constraints on the thrust direction are considered (specified either by equalities or inequalities), as well as mixed constraints. Some examples of the constraints are presented. A modified method of the transporting trajectory is applied in order to find the optimal transfer under the linear constraints on the thrust direction. This method also gives the necessary condition for a transfer possibility at a given constraint on the thrust direction. A numerical example is considered, in which the propellant consumption is analyzed for the cases of transfers with and without constraints.     

A method for representing the thermodynamic and thermophysical functions in simulation of powerplant processes

A method for representing thermodynamic and thermophysical functions is presented; the functions make it possible to simulate thermal and gasodynamic processes in powerplants that use different individual substances or their mixtures as a working fluid. The method also involves consideration of real gas properties.     

Characterization of an acoustic liner by means of Laser Doppler Velocimetry in a subsonic flow

This paper describes a new experimental approach to acoustic liner characterization in the presence of a grazing flow. The traditional methods of measurement use microphones to determine liner impedance. The in situ method in particular requires the simultaneous use of two microphones. The first is mounted flush with the surface of the liner grazed by the flow and the second is flush-mounted to the rear face of the liner. However, this method is invasive and assumes the reaction of the liner to be independent of the incidence of the waves (locally-reacting liner). The approach suggested here is radically different since Laser Doppler Velocimetry (LDV) is used to measure the acoustic perturbation of velocity, or acoustic velocity. This latter allows us to determine the acoustic displacement, which is the key parameter in Galbrun's linear theory for assessing the perturbation of pressure and the field of active intensity. The wall impedance and the propagation paths of acoustic energy in the presence of the liner may be deduced without any assumption and non-invasively. This approach was applied for characterizing a resistive liner in a test bench specially designed for aeroacoustic measurements, with a 2D LDV system. The flow was turbulent and the measured nominal Mach number was 0.13. The impedance and field of active intensity were then obtained. A comparison was carried out between the new approach and the in situ method using microphones. According to previous theoretical works in the literature and the presented test results, one has to be cautious about the definition of the impedance when performing in-flow acoustic measurements.