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By NASA
4 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
NASA’s Athena Economical Payload Integration Cost mission, or Athena EPIC, is a test launch for an innovative, scalable space vehicle design to support future missions. The small satellite platform is engineered to share resources among the payloads onboard by managing routine functions so the individual payloads don’t have to.
This technology results in lower costs to taxpayers and a quicker path to launch.
Fully integrated, the Athena EPIC satellite undergoes performance testing in a NovaWurks cleanroom to prepare the sensor for launch. The optical module payload element may be seen near the top of the instrument with the single small telescope.NovaWurks “Increasing the speed of discovery is foundational to NASA. Our ability to leverage access to innovative space technologies across federal agencies through industry partners is the future,” said Clayton Turner, Associate Administrator for Space Technology Mission Directorate at NASA headquarters in Washington. “Athena EPIC is a valuable demonstration of the government at its best — serving humankind to advance knowledge with existing hardware configured to operate with new technologies.”
The NOAA (National Oceanic and Atmospheric Administration) and the U.S. Space Force are government partners for this demo mission. Athena EPIC’s industry partner, NovaWurks, provided the space vehicle, which utilizes a small satellite platform assembled with a Hyper-Integrated Satlet, or HISat.
Engineers at NovaWurks in Long Beach prepare to mount the optical payload subassembly (center, silver) consisting of the payload optical module and single telescope mounted between gimbals on each of two HISats on either side of the module which will allow scanning across the Earth’s surface.NovaWurks The HISat instruments are similar in nature to a child’s toy interlocking building blocks. They’re engineered to be built into larger structures called SensorCraft. Those SensorCraft can share resources with multiple payloads and conform to different sizes and shapes to accommodate them. This easily configurable, building-block architecture allows a lot of flexibility with payload designs and concepts, ultimately giving payload providers easier, less expensive access to space and increased maneuverability between multiple orbits.
Scientists at NASA’s Langley Research Center in Hampton, Virginia, designed and built the Athena sensor payload, which consists of an optical module, a calibration module, and a newly developed sensor electronics assembly. Athena EPIC’s sensor was built with spare parts from NASA’s CERES (Clouds and the Earth’s Radiant Energy System) mission. Several different generations of CERES satellite and space station instruments have tracked Earth’s radiation budget.
“Instead of Athena carrying its own processor, we’re using the processors on the HISats to control things like our heaters and do some of the control functions that typically would be done by a processor on our payload,” said Kory Priestley, principal investigator for Athena EPIC from NASA Langley. “So, this is merging an instrument and a satellite platform into what we are calling a SensorCraft. It’s a more integrated approach. We don’t need as many capabilities built into our key instrument because it’s being brought to us by the satellite host. We obtain greater redundancy, and it simplifies our payload.”
The fully assembled and tested Athena EPIC satellite which incorporates eight HISats mounted on a mock-up of a SpaceX provided launch pedestal which will hold Athena during launch.NovaWurks This is the first HISat mission led by NASA. Traditional satellites, like the ones that host the CERES instruments — are large, sometimes the size of a school bus, and carry multiple instruments. They tend to be custom units built with all of their own hardware and software to manage control, propulsion, cameras, carousels, processors, batteries, and more, and sometimes even require two of everything to guard against failures in the system. All of these factors, plus the need for a larger launch vehicle, significantly increase costs.
This transformational approach to getting instruments into space can reduce the cost from billions to millions per mission. “Now we are talking about something much smaller — SensorCraft the size of a mini refrigerator,” said Priestley. “If you do have failures on orbit, you can replace these much more economically. It’s a very different approach moving forward for Earth observation.”
The Athena EPIC satellite is shown here mounted onto a vibration table during pre-launch environmental testing. The optical payload is located at the top in this picture with the two solar arrays, stowed for launch, flanking the lower half sides of the satellite.NovaWurks Athena EPIC is scheduled to launch July 22 as a rideshare on a SpaceX Falcon 9 rocket from Vandenberg Space Force Base, California. The primary NASA payload on the launch will be the TRACERS (Tandem Reconnection and Cusp Electrodynamics Reconnaissance Satellites) mission. The TRACERS mission is led by the University of Iowa for NASA’s Heliophysics Division within the Science Mission Directorate. NASA’s Earth Science Division also provided funding for Athena EPIC.
“Langley Research Center has long been a leader in developing remote sensing instruments for in-orbit satellites. As satellites become smaller, a less traditional, more efficient path to launch is needed in order to decrease complexity while simultaneously increasing the value of exploration, science, and technology measurements for the Nation,” added Turner.
For more information on NASA’s Athena EPIC mission:
https://science.nasa.gov/misshttps://science.nasa.gov/mission/athena/ion/athena/
About the Author
Charles G. Hatfield
Science Public Affairs Officer, NASA Langley Research Center
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Last Updated Jul 18, 2025 ContactCharles G. Hatfieldcharles.g.hatfield@nasa.govLocationNASA Langley Research Center Related Terms
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By European Space Agency
Two spacecraft flying as one – that is the goal of European Space Agency’s Proba-3 mission. Earlier this week, the eclipse-maker moved a step closer to achieving that goal, as both spacecraft aligned with the Sun, maintaining their relative position for several hours without any control from the ground.
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By NASA
5 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Artist’s concept of drones flying in an urban environment near large city skyscrapers.NASA / Maria Werries Remotely piloted aircraft could transform the way we transport people and goods and provide our communities with better access to vital services, like medical supply deliveries and efficient transportation.
NASA’s Pathfinding for Airspace with Autonomous Vehicles (PAAV) subproject is working with partners to safely integrate remote air cargo and air taxi aircraft into our national airspace alongside traditional crewed aircraft.
These new types of vehicles could make air cargo deliveries and air travel more affordable and accessible to communities across the country.
The Need
The United States large air cargo fleet is expected to grow significantly through 2044 to meet cargo demand, according to the Federal Aviation Administration (FAA).
However, pilot shortages exacerbated by early retirements and crew reductions implemented during the coronavirus outbreak continue to present a challenge to the air cargo industry.
In the future, one pilot could potentially manage multiple aircraft remotely. This could help meet the rising demand for air cargo operations, mitigate pilot shortages and costs, and increase the number of daily air cargo deliveries.
Additionally, remotely piloted air taxis could reduce travel time for passengers and alleviate traffic congestion because they could avoid crowded roads and highways.
Identifying the Technical Challenges
Commercial companies are investing in autonomous technologies to enable remote air cargo deliveries and air taxi operations.
NASA is working with the industry along the way to identify the unique technical challenges that must be overcome to safely put these new types of aircraft into routine operation.
The agency has identified several challenges that need to be addressed for safe and scalable remote operations. Among these challenges are airspace integration, avoiding airborne and ground-based hazards, and resilient communication technologies.
The main difference between conventional crewed aircraft and remotely piloted aircraft is the location of the pilot. Remote pilots operate aircraft from a control station on the ground instead of the cockpit.
This means remote pilots will need new automation and decision support systems for operating the aircraft since they can’t rely on their eyes and view from the cockpit. Since remote pilots are on the ground, they need a reliable communications link that allows remote pilots to interact with the aircraft and maintain command and control.
If the command-and-control capabilities are lost, an autonomous system would need to take over to make sure the uncrewed aircraft can fly and land safely, according to NASA researchers. Adequate software and procedures must be in place to safely manage off-nominal losses of the command-and-control capabilities.
Air Traffic Control may help keep the uncrewed aircraft’s path clear from some traffic during takeoff and landing, while onboard automation technologies would need to avoid all other traffic, fly the aircraft along a known path, and check to ensure the runway is clear to land.
A significant related challenge is that pilots are typically responsible for looking out the window for nearby aircraft and remaining well clear of them. Since the remote pilot is not in the aircraft, they will need an electronic detect and avoid system.
Detect and avoid systems rely on information, sensors, and algorithms to help the remotely piloted aircraft remain clear of other aircraft. Some detect and avoid configurations are expected to use ground surveillance systems for detecting nearby air traffic at lower altitudes.
These systems could improve overall situational awareness of traffic near the airport by providing a more comprehensive picture of live traffic.
Additionally, automation and decision support tools could help remote pilots with other responsibilities that typically require pilot decisions from the cockpit, like integrating with traffic at non-towered airports.
Implementing Solutions
To address these challenges and others, NASA researchers are working with industry partners to research and test technologies, concepts, and airspace procedures that will enable remotely piloted operations.
For example, industry is developing automated taxi, takeoff, and landing capabilities to help integrate remotely piloted aircraft operating at busy airports.
These technologies could enable aircraft to navigate and integrate with other airport traffic autonomously, following standard routes and air traffic control commands for safe sequencing and spacing between other aircraft.
Automated hazard detection would enable the aircraft to identify potential conflicts or hazards and take corrective actions without input from a remote pilot. This would ensure the aircraft safely navigates the airport environment even if the remote pilot is supervising multiple aircraft or their response is delayed.
NASA researchers are beginning to test emerging technologies for remotely piloted aircraft operations with commercial partners. The goal is to help mature technical standards and assist in the development of certification requirements anrtd procedures required to integrate remotely piloted operations into the airspace.
NASA aims to bridge technical and regulatory gaps through these industry partnerships involving research, testing, and development. Ultimately, NASA hopes to enable pilots to remotely fly multiple large aircraft to airports across the country at once, more efficiently transporting people and goods.
This could enable carriers to meet rising air travel and transport demands in a safe, affordable, scalable way and expand access to new communities.
PAAV is a subproject under NASA’s Air Traffic Management Exploration project within the agency’s Aeronautics Research Mission Directorate.
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By NASA
NASA’s Ames Research Center in Silicon Valley invites media to learn more about Distributed Spacecraft Autonomy (DSA), a technology that allows individual spacecraft to make independent decisions while collaborating with each other to achieve common goals – without human input. The DSA team achieved multiple firsts during tests of such swarm technology as part of the agency’s project.
DSA develops software tools critical for future autonomous, distributed, and intelligent spacecraft that will need to interact with each other to achieve complex mission objectives. Testing onboard the agency’s Starling mission resulted in accomplishments including the first fully distributed autonomous operation of multiple spacecraft, the first use of space-to-space communications to autonomously share status information between multiple spacecraft, and more.
DSA’s accomplishments mark a significant milestone in advancing autonomous systems that will make new types of science and exploration possible.
Caleb Adams, DSA project manager, is available for interview on Wednesday, Feb. 5 and Thursday, Feb. 6. To request an interview, media can contact the Ames Office of Communications by email at arc-dl-newsroom@nasa.gov or by phone at 650-604-4789.
Learn more about NASA Ames’ world-class research and development in aeronautics, science, and exploration technology at:
https://www.nasa.gov/ames
-end-
Tiffany Blake
Ames Research Center, Silicon Valley
650-604-4789
tiffany.n.blake@nasa.gov
To receive local NASA Ames news, email local-reporters-request@lists.arc.nasa.gov with “subscribe” in the subject line. To unsubscribe, email the same address with “unsubscribe” in the subject line.
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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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