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The goal of this plan is to briefly describe new technologies available to us in the arenas of information discovery and discuss the strategic value they have for the NASA enterprise with some considerations and suggestions for near term implementations using the NASA Engineering Network (NEN) as a delivery venue.
We have previously shown that viewing simulated rotary self-motion during treadmill locomotion causes adaptive modification of the control of position and trajectory during over-ground locomotion, which functionally reflects adaptive changes in the sensorimotor integration of visual, vestibular, and proprioceptive cues (Mulavara et al., 2005). The objective of this study was to investigate how strategic changes in torso control during exposure to simulated rotary self-motion during treadmill walking influences adaptive modification of locomotor heading direction during over-ground stepping.
The Joint Planning and Development Office (JPDO), is charged by Congress with developing the concepts and plans for the Next Generation Air Transportation System (NextGen). The National Aviation Safety Strategic Plan (NASSP), developed by the Safety Working Group of the JPDO, focuses on establishing the goals, objectives, and strategies needed to realize the safety objectives of the NextGen Integrated Plan. The three goal areas of the NASSP are Safer Practices, Safer Systems, and Safer Worldwide. Safer Practices emphasizes an integrated, systematic approach to safety risk management through implementation of formalized Safety Management Systems (SMS) that incorporate safety data analysis processes, and the enhancement of methods for ensuring safety is an inherent characteristic of NextGen. Safer Systems emphasizes implementation of safety-enhancing technologies, which will improve safety for human-centered interfaces and enhance the safety of airborne and ground-based systems. Safer Worldwide encourages coordinating the adoption of the safer practices and safer systems technologies, policies and procedures worldwide, such that the maximum level of safety is achieved across air transportation system boundaries. This paper introduces the NASSP and its development, and focuses on the Safer Systems elements of the NASSP, which incorporates three objectives for NextGen systems: 1) provide risk reducing system interfaces, 2) provide safety enhancements for airborne systems, and 3) provide safety enhancements for ground-based systems. The goal of this paper is to expose avionics and air traffic management system developers to NASSP objectives and Safer Systems strategies.
In 2006 the LWS TR&T Program funded us to develop a strategic capability model of slowly evolving coronal active regions. In this poster we report on the overall design, and status of our new modeling suite. Our design features two coronal field models, a non-linear force free field model and a global 3D MHD code. The suite includes supporting tools and a user friendly GUI which will enable users to query the web for relevant magnetograms, download them, process them to synthesize a sequence of photospheric magnetograms and associated photospheric flow field which can then be applied to drive the coronal model innner boundary, run the coronal models and finally visualize the results.
Under Instrument Flight Rules, pilots are not permitted to make changes to their approved trajectory without first receiving permission from Air Traffic Control (ATC). Referred to as "user requests," trajectory change requests from aircrews are often denied or deferred by controllers because they have awareness of traffic and airspace constraints not currently available to flight crews. With the introduction of Automatic Dependent Surveillance-Broadcast (ADS-B) and other information services, a rich traffic, weather, and airspace information environment is becoming available on the flight deck. Automation developed by NASA uses this information to aid flight crews in the identification and formulation of optimal conflict-free trajectory requests. The concept of Traffic Aware Strategic Aircrew Requests (TASAR) combines ADS-B and airborne automation to enable user-optimal in-flight trajectory replanning and to increase the likelihood of ATC approval for the resulting trajectory change request. TASAR may improve flight efficiency or other user-desired attributes of the flight while not impacting and potentially benefiting the air traffic controller. This paper describes the TASAR concept of operations, its enabling automation technology which is currently under development, and NASA s plans for concept assessment and maturation.
While en route, aircrews submit trajectory change requests to air traffic control (ATC) to better meet their objectives including reduced delays, reduced fuel burn, and passenger comfort. Aircrew requests are currently made with limited to no information on surrounding traffic. Consequently, these requests are uninformed about a key ATC objective, ensuring traffic separation, and therefore less likely to be accepted than requests informed by surrounding traffic and that avoids creating conflicts. This paper studies the benefits of providing aircrews with on-board decision support to generate optimized trajectory requests that are probed and cleared of known separation violations prior to issuing the request to ATC. These informed requests are referred to as traffic aware strategic aircrew requests (TASAR) and leverage traffic surveillance information available through Automatic Dependent Surveillance Broadcast (ADS-B) In capability. Preliminary fast-time simulation results show increased benefits with longer stage lengths since beneficial trajectory changes can be applied over a longer distance. Also, larger benefits were experienced between large hub airports as compared to other airport sizes. On average, an aircraft equipped with TASAR reduced its travel time by about one to four minutes per operation and fuel burn by about 50 to 550 lbs per operation depending on the objective of the aircrew (time, fuel, or weighted combination of time and fuel), class of airspace user, and aircraft type. These preliminary results are based on analysis of approximately one week of traffic in July 2012 and additional analysis is planned on a larger data set to confirm these initial findings.
As NASA plans to send people beyond low Earth orbit, it is important to educate and inspire the next generation of astronauts, engineers, scientist, and general public. This is so important to NASA future that it is one of the agencies strategic goals. The Space Suits and Crew Survival Systems Branch at Johnson Space Center (JSC) is actively involved in helping to achieve this goal by sharing our hardware and technical experts with students, educators, and the general public and educating them about the challenges of human space flight, with Education and Public Outreach (EPO). This paper summarizes the Space Suit and Crew Survival Systems Branch EPO efforts throughout fiscal year 2012.
As NASA plans to send people beyond low Earth orbit, it is important to educate and inspire the next generation of astronauts, engineers, scientists, and the general public. This is so important to NASA s future that it is one of the agency s strategic goals. The Space Suits and Crew Survival Systems Branch at Johnson Space Center (JSC) is actively involved in achieving this goal by sharing our hardware and technical experts with students, educators, and the general public and educating them about the challenges of human space flight, with Education and Public Outreach (EPO). This paper summarizes the Space Suit and Crew Survival Systems Branch EPO efforts throughout fiscal year 2012.
Aircrews submit trajectory change requests to air traffic control (ATC) to better achieve the operator's preferred business trajectory. Requests are currently made with limited information and are often denied because the change is not compatible with traffic. Also, request opportunities can be overlooked due to lack of automation that advises aircrews of trajectory changes that improve flight time, fuel burn, and other objectives. The Traffic Aware Strategic Aircrew Requests (TASAR) concept leverages Automatic Dependent Surveillance-Broadcast (ADS-B) surveillance information to advise the aircrew of beneficial trajectory changes that are probed for traffic compatibility prior to issuing the request to ATC. This document describes the features, benefits, and limitations of TASAR automation hosted on an Electronic Flight Bag. TASAR has two modes: (1) auto mode that continuously assesses opportunities for improving the performance of the flight and (2) manual mode that probes trajectory changes entered by aircrews for conflicts and performance objectives. The roles and procedures of the aircrew and ATC remain unchanged under TASAR.
Safety analyses of the Traffic Aware Strategic Aircrew Requests (TASAR) Electronic Flight Bag (EFB) application are provided to establish its Failure Effects Classification which affects certification and operational approval requirements. TASAR was developed by NASA Langley Research Center to offer flight path improvement opportunities to the pilot during flight for operational benefits (e.g., reduced fuel, flight time). TASAR, using own-ship and network-enabled information concerning the flight and its environment, including weather and Air Traffic Control (ATC) system constraints, provides recommended improvements to the flight trajectory that the pilot can choose to request via Change Requests to ATC for revised clearance. This study reviews the Change Request process of requesting updates to the current clearance, examines the intended function of TASAR, and utilizes two safety assessment methods to establish the Failure Effects Classification of TASAR. Considerable attention has been given in this report to the identification of operational hazards potentially associated with TASAR.
NASA is taking a leadership role with regard to developing new options for low-carbon propulsion. Work related to the characterization of alternative fuels is coordinated with our partners in government and industry, and NASA is close to concluding a TC in this area. Research on alternate propulsion concepts continues to grow and is an important aspect of the ARMD portfolio. Strong partnerships have been a key enabling factor for research on this strategic thrust.
Research and development organizations that push the innovation edge of technology frequently encounter challenges when attempting to identify an investment strategy and to accurately forecast the cost and schedule performance of selected projects. Fast moving and complex environments require managers to quickly analyze and diagnose the value of returns on investment versus allocated resources. Our Project Assessment Framework through Design (PAFTD) tool facilitates decision making for NASA senior leadership to enable more strategic and consistent technology development investment analysis, beginning at implementation and continuing through the project life cycle. The framework takes an integrated approach by leveraging design principles of useability, feasibility, and viability and aligns them with methods employed by NASA's Independent Program Assessment Office for project performance assessment. The need exists to periodically revisit the justification and prioritization of technology development investments as changes occur over project life cycles. The framework informs management rapidly and comprehensively about diagnosed internal and external root causes of project performance.
The Traffic Aware Strategic Aircrew Request (TASAR) concept offers onboard automation for the purpose of advising the pilot of traffic compatible trajectory changes that would be beneficial to the flight. A fast-time simulation study was conducted to assess the benefits of TASAR to Alaska Airlines. The simulation compares historical trajectories without TASAR to trajectories developed with TASAR and evaluated by controllers against their objectives. It was estimated that between 8,000 and 12,000 gallons of fuel and 900 to 1,300 minutes could be saved annually per aircraft. These savings were applied fleet-wide to produce an estimated annual cost savings to Alaska Airlines in excess of $5 million due to fuel, maintenance, and depreciation cost savings. Switching to a more wind-optimal trajectory was found to be the use case that generated the highest benefits out of the three TASAR use cases analyzed. Alaska TASAR requests peaked at four to eight requests per hour in high-altitude Seattle center sectors south of Seattle-Tacoma airport..
The Mars Exploration Rover Opportunity has recently completed a two year campaign studying Victoria Crater. The campaign culminated in a close approach of Cape Verde in order to acquire high resolution imagery of the exposed stratigraphy in the cliff face. The close approach to Cape Verde provided significant challenges for every subsystem of the rover as the rover needed to traverse difficult, uncharacterised terrain and approach a cliff face with the potential of blocking out solar energy and communications with Earth. In this paper we describe the strategic analyses performed by the science and engineering teams so that we could successfully achieve the science objectives while keeping the rover safe.
The Mars Relay Operations Service (MaROS) is designed to provide planning and analysis tools in support of ongoing Mars Network relay operations. Strategic relay planning requires coordination between lander and orbiter mission ground data system (GDS) teams to schedule and execute relay communications passes. MaROS centralizes this process, correlating all data relevant to relay coordination to provide a cohesive picture of the relay state. Service users interact with the system through thin-layer command line and web user interface client applications. Users provide and utilize data such as lander view periods of orbiters, Deep Space Network (DSN) antenna tracks, and reports of relay pass performance. Users upload and download relevant relay data via formally defined and documented file structures including some described in Extensible Markup Language (XML). Clients interface with the system via an http-based Representational State Transfer (ReST) pattern using Javascript Object Notation (JSON) formats. This paper will provide a general overview of the service architecture and detail the software interfaces and considerations for interface design.
Stratway is a strategic conflict detection and resolution program. It provides both intent-based conflict detection and conflict resolution for a single ownship in the presence of multiple traffic aircraft and weather cells defined by moving polygons. It relies on a set of heuristic search strategies to solve conflicts. These strategies are user configurable through multiple parameters. The program can be called from other programs through an application program interface (API) and can also be executed from a command line.
This document is the final report and deliverable 30 of Contract No. NNL12AA06C, the Traffic Aware Strategic Aircrew Requests (TASAR) contract awarded via the NASA Research Announcement (NRA). It documents the accomplishments of the contract, the evolution of its role in the overall TASAR project, and lessons learned from its execution.
The Lunar Exploration Analysis Group (LEAG) was tasked by the Human Exploration Operations Mission Directorate (HEOMD) to establish a Specific Action Team (SAT) to review lunar Strategic Knowledge Gaps (SKGs) within the context of new lunar data and some specific human mission scenarios. Within this review, the SAT was to identify the SKGs that have been fully or partially retired, identify new SKGs resulting from new data and observations, and review quantitative descriptions of measurements that are required to fill knowledge gaps, the fidelity of the measurements needed, and if relevant, provide examples of existing instruments or potential missions capable of filling the SKGs.