Low Mass Modular Development Flight Instrumentation Systems

Synopsis – Nov 24, 2008

General Information

Solicitation Number: FL-1
Posted Date: Nov 24, 2008
FedBizOpps Posted Date: Nov 24, 2008
Original Response Date: Dec 09, 2008
Current Response Date: Dec 09, 2008
Classification Code: 16 — Aircraft components and accessories
NAICS Code: 334511 – Search, Detection, Navigation, Guidance, Aeronautical, and Nautical System and Instrument Manufacturing

Contracting Office Address

NASA/Dryden Flight Research Center, Code A, P.O. Box 273, Edwards, CA 93523-0273

Description

DRAFT RFI

NASA DFRC, in support of the Agency’s human spaceflight programs would like to increase the Agency’s non-critical measurement data per pound and, based on previous program experiences, improve the flexibility to upgrade, add to or modify instrumentation systems. NASA intends to become better aware of emerging technologies and architectures for human space vehicle flight test and instrumentation for non-critical purposes.

This RFI is intended to identify Low Mass Modular Development Flight Instrumentation Systems (LMMDS) that can provide the capability to optimize the number and quality of measurements made per flight at a reduced life cycle cost as compared to conventional data gathering systems.

The LMMDS RFI intends to collect information (public and proprietary) on low mass, highly modular, non-critical flight data gathering and processing technology that could be integrated into upcoming development tests as well as the operations of future space vehicles.

Development Flight Instrumentation Systems (DFI), as referred to in this RFI, are systems intended to collect data which is primarily intended for validation of vehicle systems, environments and operations and models/assessments of them. DFI data may be relied on for critical analyses/decisions for future flight tests and missions but will not be used directly for critical decisions on the mission they fly on. DFI systems may also be thought of as precursor/prototype systems and their mission performance a validation or technology readiness level step towards the system use in more critical applications.

Top-level goals, constraints, assumptions and needs:

System Performance Goals: – Maximize total useable data return for validation of vehicle, environment & ops. – Minimize total mass and size required to make non-critical measurements. – Minimize need for power, active cooling, comm or other vehicle resources. – Minimize integration and operations, unique mods. installation and checkout.. – Minimize ground installation/servicing and mission operations required. – Minimize life-cycle costs compared to conventional measurement systems. – Maximize measurement system responsiveness, modularity, interoperability. – Minimize effort to establish RF, EMI and EMC certification for flight. – Minimize reliance on single vendors by the use of common standards. – Minimize need for data transfer and vehicle data storage provisions. – Maximize reliability/probability of obtaining the desired data. – Minimize impact to vehicle/crew safety, reliability and mission success.

Constraints: – System/components have very wide scope of capability and application, but must meet the functional and environmental requirements uniquely specified for the installed location and ground/mission operations period of measurement. For example, mission duration can be of up to 210 days on orbit. – Systems must accommodate launch date/window changes. As a target, use up to 4 delays over a 3 month period without servicing. – Launch pad operations must be limited to off-vehicle RF communications at scheduled points. – Installation/checkout must be performed in parallel with critical path vehicle flow. – System components, elements and sensors must be located where access is available for installation/ground turnaround – Sensors/measurement systems must meet or exceed data user requirements for calibration, accuracy, resolution, data rates, etc. – System/measurements restricted to Criticality 3 uses for mission in flow. – Systems will not require active cooling or cold plate.

Assumptions: – Vehicle will provide a secondary, non-critical bus that provides: – Standard interfaces for vehicle power (if needed by LMMDS subsystem/components) – Two-way data/file transfer/interface (as needed for particular measurements/operations) – Interfaces for ground operations/testing – Physical access to the bus access points for attachment – Standard physical interfaces will be provided for attachment of several independent systems/subsystems at the bus interface points – Limited opportunity for data storage on the central instrumentation system – Wireless LAN exists for non-critical applications on vehicle pressurized cabin – Vehicle will provide necessary data link from expendable to recoverable vehicle sections or else there will be a tie to a down-link on the expendable – LMMDS will be certified to be Criticality 3 – Safety Approvals will follow the CSERP (Cx Safety & Engineering Review Panel) process. – Real time Uplink-Downlink is possible, but not without significant justification – For most applications, nominal operation will not involve real time uplink or downlink – Sensors must be approved by the stake-holder organization(s) as adequate, reliable and comparable to standard calibrated sensors – Measured data may be stored minimize data transfer is optimal to reduce complexity and error.

Satisfying a Wide Range of Needs: The following section is included to convey that NASA is not looking for a “one size fits all” system, but rather a suite of compatible systems that range from the very simplest architecture to the very sophisticated smart sensors. It should be noted that we are not limiting the investigation to those systems containing wireless communications, but rather those that accomplish as many of the Goals within the Constraints and Assumptions listed.

– Sensor Applications: – Vehicle systems/structure – Environments – Crew/Ops – Flight Tests/Payloads/possibly experiments – System Growth: – Capability to increase the number of sensors or system applications – Sensor installation interfaces: – From Non/Velcro to Bond-on/Imbedded – Sample Rates: – From very high to very low – Mission Data transmit needs: – None to very high (short bursts) – DAQ Complexity: – Continuous sample-store to Triggered/Scheduled/Commanded – Data will have to be recorded either by LMMDS or through interface with vehicle recording capability – DAQ Types Supported: – Passive Tag interrogators to multi-channel systems with synchronization provided by the network of DAQ/Loggers themselves – integrated with or separate from the vehicle – Sensor type: – From sensors that could be matured for use in safety critical applications (like MMOD) to sensors that could support science experiments – Data Processing/Reduction: – From none to summary data files to answers at the DAQ – Data Synchronization: – Data from LMMDS will be time synchronized as needed – System life: – Ranges from short (e.g. prelaunch/launch events) to long (e.g. contamination sensing over the life of the vehicle)

Technology Objectives This RFI intends to collect information on a variety of applicable technologies, the following list shows some examples of these technologies, but is by no means intended to be an exhaustive list. (1) Micro-size and minimum weight, including connectivity. (2) Very low power, low maintenance, long-life between servicing. (3) Least number of wires/connectors required, including wireless or no connectivity. (4) Minimum integration and operations to achieve for modularity. (5) Smart DAQs with User Specifiable calibration, scheduled and even-triggered modes. (6) Smart DAQs with Processing/Storage allowing reduction of total data transfer. (7) Robust/Secure Wireless networking and synchronization between DAQs and even between sensor and DAQ. (8) Plug-and-play wireless interoperability. (9) Plug-and-play DAQ to avionics integration. (10) Open architecture standards to promote multiple vendors with competitive solutions. (11) Wide variety of data acquisition rates – 1 sample per hour to 1 megasample/sec (12) Robustness with respect to projected environments. (13) Wide variety of sensor types, including: temperature, dynamic and quasi-static acceleration, dynamic and static strain, absolute and dynamic pressure, high rate acoustic pressure, calorimeters, dosimeters, radiometers, shock, air flow, various hand-held sensors etc.

Clarifications:

“Criticality 3” systems [as defined in CxP 70043, Constellation Program Hardware Failure Modes and Effects Analysis and Critical Items List (FMEA/CIL) Methodology] o System nominal installation/operations do not impact the vehicle, flight crew or ground operations safety. o System failure modes and hazards do not impact the vehicle, flight crew or ground operations safety, or adequate verifiable controls are in place. o System sensors and components are designed for nominal operational and non-operational environments as assessed for their installed locations according to user needs. o Systems/sensors do not necessarily need to operate through all flight regimes (e.g., some sensors may only need to operate on ascent, while others may only need to operate on orbit; etc.) o Systems do not have to survive off-nominal natural or induced environments such as hard landings, condensation or lightning strike. o System/sensor reliability, redundancy and end-to-end quality of service is consistent with comparable “Criticality 3” systems. o Systems are certified to workmanship standards and parts evaluation results in warnings and recommendations, not mandated changes unless safety is a concern.

“Life Cycle Costs” include expenses incurred from system connectivity as well as the quantity and complexity of the system. For example, the cost of cabling must address the design and installation costs, as well as the maintenance and operation (mass to space) costs; and the costs associated with limited flexibility to grow (the cost of the complexity or difficulty of adding, removing or replacing measurements). Costs to the program from not obtaining data are real as well, many of these costs are minimized by meeting the Goals and Constraints of the system as specified above.

This RFI is for information, acquisition and development planning purposes only and is not to be construed as a commitment by the Government to enter into a contractual agreement, nor will the Government pay for the information requested.

This is NOT a request for proposals or notice of solicitation – no solicitation related to this RFI currently exists. Should a solicitation be released in the future, it will be synopsized in FedBizOpps and on the NASA Acquisition Internet Service.

Depending upon the responses received to this RFI, NASA may consider additional follow up with respondents if needed to clarify or obtain additional information. It is not NASA’s intent to publicly disclose proprietary information obtained during this RFI. To the full extent that it is protected pursuant to the Freedom of Information Act and other laws and regulations, information identified by a respondent as Proprietary or Confidential will be treated as such. Therefore, all information provided should be clearly labeled public or proprietary.

Requested Information Responses to this RFI shall be in the form of a PDF document that is emailed to the Point of Contact provided below. Responses should not exceed ten (10) pages in length and must contain the following information: 1. Name of respondent and contact information (institutional affiliation, email address, phone number) 2. Capabilities and qualifications statement that explaining the respondent’s ability to satisfy the above stated performance goals, while addressing the above stated constraints and assumptions. 3. Detailed description of what equipment or system architecture can satisfy the performance goals 4. The current status of the systems, capabilities, etc., their development history and any proprietary or other restrictions regarding their use and/or subsequent distribution.

No solicitation exists; therefore, do not request a copy of the solicitation. If a solicitation is released it will be synopsized in FedBizOpps and on the NASA Acquisition Internet Service. It is the potential offerors responsibility to monitor these sites for the release of any solicitation or synopsis.

Vendors having the capabilities necessary to meet or exceed the stated goals are invited to submit appropriate documentation, literature, brochures, and references.

Technical questions should be directed to: Mauricio Rivas, 661-276-3678; Email: Mauricio.A.Rivas@nasa.gov

Procurement related questions should be directed to: Rosalia Toberman, 661-276-3931; Email: Rosalia.Toberman@nasa.gov

This synopsis is for information and planning purposes and is not to be construed as a commitment by the Government nor will the Government pay for information solicited. Respondents will not be notified of the results of the evaluation. Respondents deemed fully qualified will be considered in any resultant solicitation for the requirement. The Government reserves the right to consider a small business or 8(a) set-aside based on responses hereto.

All responses shall be submitted to Mauricio Rivas at Mauricio.A.Rivas@nasa.gov no later than January 16, 2009.

Please reference RFI-FL-01 in any response.

Any referenced notes may be viewed at the following URLs linked below.

Point of Contact

Name: Mauricio Rivas
Title: Constellation Program
Phone: 661-276-3678
Fax: 661-276-2243
Email: Mauricio.A.Rivas@nasa.gov

Name: Terra L Calahan
Title: Acquisistion Support
Phone: 661-276-5985
Fax: 661-276-2243
Email: Terra.L.Calahan@nasa.gov