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NASA NTRS2010

2009 NASA Range Safety Annual Report

This year, NASA Range Safety transitioned to a condensed annual report to allow for Secretariat support to the Range Safety Group, Risk Committee. Although much shorter than in previous years, this report contains full-length articles concerning various subject areas, as well as links to past reports. Additionally, summaries from various NASA Range Safety Program activities that took place throughout the year are presented, as well as information on several projects that may have a profound impact on the way business will be done in the future. The sections include a program overview and 2009 highlights; Range Safety Training; Range Safety Policy; Independent Assessments Support to Program Operations at all ranges conducting NASA launch operations; a continuing overview of emerging range safety-related technologies; and status reports from all of the NASA Centers that have Range Safety responsibilities.

Source record↗
NASA NTRS2010

2010 NASA Range Safety Annual Report

this report provides a NASA Range Safety overview for current and potential range users. This report contains articles which cover a variety of subject areas, summaries of various NASA Range Safety Program activities conducted during the past year, links to past reports, and information on several projects that may have a profound impact on the way business will be done in the future. Specific topics discussed in the 2010 NASA Range Safety Annual Report include a program overview and 2010 highlights; Range Safety Training; Range Safety Policy revision; Independent Assessments; Support to Program Operations at all ranges conducting NASA launch/flight operations; a continuing overview of emerging range safety-related technologies; and status reports from all of the NASA Centers that have Range Safety responsibilities. Every effort has been made to include the most current information available. We recommend this report be used only for guidance and that the validity and accuracy of all articles be verified for updates. Once again, the web-based format was used to present the annual report.

Dumont, Alan G.↗
NASA NTRS2008

2008 NASA Range Safety Annual Report

Welcome to the 2008 edition of the NASA Range Safety Annual Report. Funded by NASA Headquarters, this report provides a NASA Range Safety overview for current and potential range users. This year, along with full length articles concerning various subject areas, we have provided updates to standard subjects with links back to the 2007 original article. Additionally, we present summaries from the various NASA Range Safety Program activities that took place throughout the year, as well as information on several special projects that may have a profound impact on the way we will do business in the future. The sections include a program overview and 2008 highlights of Range Safety Training; Range Safety Policy; Independent Assessments and Common Risk Analysis Tools Development; Support to Program Operations at all ranges conducting NASA launch operations; a continuing overview of emerging Range Safety-related technologies; Special Interests Items that include recent changes in the ELV Payload Safety Program and the VAS explosive siting study; and status reports from all of the NASA Centers that have Range Safety responsibilities. As is the case each year, contributors to this report are too numerous to mention, but we thank individuals from the NASA Centers, the Department of Defense, and civilian organizations for their contributions. We have made a great effort to include the most current information available. We recommend that this report be used only for guidance and that the validity and accuracy of all articles be verified for updates. This is the third year we have utilized this web-based format for the annual report. We continually receive positive feedback on the web-based edition, and we hope you enjoy this year's product as well. It has been a very busy and productive year on many fronts as you will note as you review this report. Thank you to everyone who contributed to make this year a successful one, and I look forward to working with all of you in the years to come.

Lamoreaux, Richard W.↗
NASA NTRS2012

The Effect of Modified Control Limits on the Performance of a Generic Commercial Aircraft Engine

This paper studies the effect of modifying the control limits of an aircraft engine to obtain additional performance. In an emergency situation, the ability to operate an engine above its normal operating limits and thereby gain additional performance may aid in the recovery of a distressed aircraft. However, the modification of an engine s limits is complex due to the risk of an engine failure. This paper focuses on the tradeoff between enhanced performance and risk of either incurring a mechanical engine failure or compromising engine operability. The ultimate goal is to increase the engine performance, without a large increase in risk of an engine failure, in order to increase the probability of recovering the distressed aircraft. The control limit modifications proposed are to extend the rotor speeds, temperatures, and pressures to allow more thrust to be produced by the engine, or to increase the rotor accelerations and allow the engine to follow a fast transient. These modifications do result in increased performance; however this study indicates that these modifications also lead to an increased risk of engine failure.

Csank, Jeffrey T.↗
NASA NTRS2012

2011 NASA Range Safety Annual Report

Welcome to the 2011 edition of the NASA Range Safety Annual Report. Funded by NASA Headquarters, this report provides a NASA Range Safety overview for current and potential range users. As is typical with odd year editions, this is an abbreviated Range Safety Annual Report providing updates and links to full articles from the previous year's report. It also provides more complete articles covering new subject areas, summaries of various NASA Range Safety Program activities conducted during the past year, and information on several projects that may have a profound impact on the way business will be done in the future. Specific topics discussed and updated in the 2011 NASA Range Safety Annual Report include a program overview and 2011 highlights; Range Safety Training; Range Safety Policy revision; Independent Assessments; Support to Program Operations at all ranges conducting NASA launch/flight operations; a continuing overview of emerging range safety-related technologies; and status reports from all of the NASA Centers that have Range Safety responsibilities. Every effort has been made to include the most current information available. We recommend this report be used only for guidance and that the validity and accuracy of all articles be verified for updates. Once again the web-based format was used to present the annual report. We continually receive positive feedback on the web-based edition and hope you enjoy this year's product as well. As is the case each year, contributors to this report are too numerous to mention, but we thank individuals from the NASA Centers, the Department of Defense, and civilian organizations for their contributions. In conclusion, it has been a busy and productive year. I'd like to extend a personal Thank You to everyone who contributed to make this year a successful one, and I look forward to working with all of you in the upcoming year.

Dumont, Alan G.↗
NASA NTRS2012

2012 NASA Range Safety Annual Report

This report provides a NASA Range Safety (NRS) overview for current and potential range users. This report contains articles which cover a variety of subject areas, summaries of various NASA Range Safety Program (RSP) activities performed during the past year, links to past reports, and information on several projects that may have a profound impact on the way business will be conducted in the future. Specific topics discussed in the 2012 NASA Range Safety Annual Report include a program overview and 2012 highlights; Range Safety Training; Independent Assessments; Support to Program Operations at all ranges conducting NASA launch/flight operations; a continuing overview of emerging range safety-related technologies; and status reports from all of the NASA Centers that have Range Safety responsibilities.

Dumont, Alan G.↗
NASA NTRS2013

2013 NASA Range Safety Annual Report

Welcome to the 2013 edition of the NASA Range Safety Annual Report. Funded by NASA Headquarters, this report provides an Agency overview for current and potential range users. This report contains articles which cover a variety of subject areas, summaries of various activities performed during the past year, links to past reports, and information on several projects that may have a profound impact on the way business will be conducted in the future. Specific topics discussed in the 2013 NASA Range Safety Annual Report include a program overview and 2013 highlights, Range Safety Training, Independent Assessments, support to Program Operations at all ranges conducting NASA launch/flight operations, a continuing overview of emerging range safety-related technologies, and status reports from all of the NASA Centers that have Range Safety responsibilities. Every effort has been made to include the most current information available. We recommend this report be used only for guidance and that the validity and accuracy of all articles be verified for updates. As is the case each year, we had a wide variety of contributors to this report from across our NASA Centers and the national range safety community at large, and I wish to thank them all. On a sad note, we lost one of our close colleagues, Dr. Jim Simpson, due to his sudden passing in December. His work advancing the envelope of autonomous flight safety systems software/hardware development leaves a lasting impression on our community. Such systems are being flight tested today and may one day be considered routine in the range safety business. The NASA family has lost a pioneer in our field, and he will surely be missed. In conclusion, it has been a very busy and productive year, and I look forward to working with all of you in NASA Centers/Programs/Projects and with the national Range Safety community in making Flight/Space activities as safe as they can be in the upcoming year.

Center Status↗
NASA NTRS2015

International Space Station (ISS) Environmental Control and Life Support (ECLS) System Overview of Events: 2010-2014

Nov 2, 2014 marked the completion of the 14th year of continuous human presence in space on board the International Space Station (ISS). After 42 expedition crews, over 115 assembly & utilization flights, over 180 combined Shuttle/Station, US & Russian Extravehicular Activities (EVAs), the post-Assembly-Complete ISS continues to fly and the engineering teams continue to learn from operating its systems, particularly the life support equipment. Problems with initial launch, assembly and activation of ISS elements have given way to more long term system operating trends. New issues have emerged, some with gestation periods measured in years. Major events and challenges for each U.S. Environmental Control and Life Support (ECLS) subsystem occurring during calendar years 2010 through 2014 are summarily discussed in this paper, along with look-aheads for what might be coming in the future for each U.S. ECLS subsystem.

Gentry, Gregory J.↗
NASA NTRS2016

Space Studies of the Earth-Moon System, Planets, and Small Bodies of the Solar System (B) Past, Present and Future of Small Body Science and Exploration (B0.4)

To achieve its long-term goal of sending humans to Mars, the National Aeronautics and Space Administration (NASA) plans to proceed in a series of incrementally more complex human space flight missions. Today, human flight experience extends only to Low- Earth Orbit (LEO), and should problems arise during a mission, the crew can return to Earth in a matter of minutes to hours. The next logical step for human space flight is to gain flight experience in the vicinity of the Moon. These cis-lunar missions provide a "proving ground" for the testing of systems and operations while still accommodating an emergency return path to the Earth that would last only several days. Cis-lunar mission experience will be essential for more ambitious human missions beyond the Earth-Moon system, which will require weeks, months, or even years of transit time. In addition, NASA has been given a Grand Challenge to find all asteroid threats to human populations and know what to do about them. Obtaining knowledge of asteroid physical properties combined with performing technology demonstrations for planetary defense provide much needed information to address the issue of future asteroid impacts on Earth. Hence the combined objectives of human exploration and planetary defense give a rationale for the Asteroid Re-direct Mission (ARM).

Abell, Paul↗
NASA NTRS2016

The Asteroid Redirect Mission (ARM)

To achieve its long-term goal of sending humans to Mars, the National Aeronautics and Space Administration (NASA) plans to proceed in a series of incrementally more complex human spaceflight missions. Today, human flight experience extends only to Low-Earth Orbit (LEO), and should problems arise during a mission, the crew can return to Earth in a matter of minutes to hours. The next logical step for human spaceflight is to gain flight experience in the vicinity of the Moon. These cis-lunar missions provide a "proving ground" for the testing of systems and operations while still accommodating an emergency return path to the Earth that would last only several days. Cis-lunar mission experience will be essential for more ambitious human missions beyond the Earth- Moon system, which will require weeks, months, or even years of transit time.

Abell, P. A.↗
NASA NTRS2018

Embracing Innovation in Aviation While Respecting Its Safety Tradition

Need for change is real, current systems are not sustainable. Sense of urgency is due to emerging markets and diversity of operations. Build-a-little-test-a-little and deploy. Research issues remain - however goal should be "cross the finish line" to improve operations. Research is means to an end and not an end in itself. Goal is highly scaled operations that are affordable and safe.

Innovation↗
NASA NTRS2016

Small Spacecraft Technology Program

The Small Spacecraft Technology Program (SSTP) develops and demonstrates new capabilities employing the unique features of small spacecraft for science, exploration and space operations. Small spacecraft represent an emerging class of satellites, robots and systems that exploit their small size to take advantage of ridesharelaunch opportunities at reduced cost.Small spacecraft also utilize the growingamount of technical capabilities that weare witnessing in the high technology and electronics industries. As a result,small spacecraft and platforms arebecoming more and more capable as their overall size continues to decrease.

Fishman, Julianna L.↗
NASA NTRS2020

An Enhanced Autonomy Approach to Automated Trajectory Negotiation

Improved real-time decision-making capabilities in both civil transport avionics and airline dispatcher workstations are helping to improve commercial aviation operations in many ways. One emerging capability is the automated derivation of alternate flight plans that yield both flight cost savings and smoother workflow. This emerging capability may be complemented with automated trajectory negotiation capabilities. Here we explore such automated trajectory negotiation capabilities, potential benefit mechanisms, and the required tools, procedures, and architectures.

Trajectory↗
NASA NTRSDate not supplied

Assessing Helicopter Pilots’ Detect and Avoid and Collision Avoidance Performance With ACAS Xr

The latest variant of the Federal Aviation Administration’s Airborne Collision Avoidance System (ACAS X) is being designed for both crewed and uncrewed rotorcraft. Referred to as ACAS Xr, the system joins a suite of other ACAS X variants poised to replace the Traffic Alert and Collision Avoidance System (TCAS II). ACAS Xr is tuned to support current-day helicopter platforms as well as electric Vertical Takeoff and Landing (eVTOL) vehicles that are still under development. Given this flexibility, ACAS Xr may be used by helicopter crews currently in operation or by remotely-operated eVTOL aircraft in the emerging Advanced Air Mobility (AAM) market. To cover the range of potential uses, two distinct configurations are being proposed for ACAS Xr: Collision Avoidance System (CAS) and Detect and Avoid (DAA). Under the CAS configuration, ACAS Xr provides minimal caution-level alerting but issues directive warning-level alerting and guidance. The DAA configuration, by contrast, provides caution-level alerting and guidance, in addition to the warning-level alerting and guidance. The current study was performed as part of the National Aeronautics and Space Administration’s AAM project. Six helicopter pilots were recruited to fly a variety of scripted traffic scenarios in a full-motion, crewed eVTOL simulator. Participants flew 60 encounters over two days, reacting to pre-recorded intruder aircraft that were scripted to fly into the participant’s aircraft from different approach angles, relative altitudes, and during different phases of flight. The pilots flew half of the encounters with the CAS configuration and half with the DAA configuration. Within each block of 30 encounters, pilots experienced 10 conflicts while in cruise, 10 in hover, and 10 while on approach to a heliport. Results showed that pilot response times were consistently under 5 seconds for RAs and under 10 seconds for DAA alerts, when present, during all three phases of flight. Unsurprisingly, the DAA configuration was associated with lower rates of en-route and high-severity losses of DAA well clear compared to the CAS configuration in all phases of flight except for the terminal area. Rates of losses of DAA well clear were found to be substantially higher in the Hover scenario, compared to Cruise. Pilots failed to fully comply with RAs at a rate of 0.10-0.18 in all conditions except for the DAA configuration in the Hover scenario, which was associated with a higher non-compliance rate of 0.4 due to Descend RAs issued at low altitudes. The implications of these results with regards to the ongoing development of ACAS Xr is discussed.

air taxis↗
NASA NTRSDate not supplied

Assessing Helicopter Pilots’ Detect and Avoid and Collision Avoidance Performance with ACAS Xr

The latest variant of the Federal Aviation Administration’s Airborne Collision Avoidance System (ACAS X) is being designed for both crewed and uncrewed rotorcraft. Referred to as ACAS Xr, the system joins a suite of other ACAS X variants poised to replace the Traffic Alert and Collision Avoidance System (TCAS II). ACAS Xr is tuned to support current-day helicopter platforms as well as electric Vertical Takeoff and Landing (eVTOL) vehicles that are still under development. Given this flexibility, ACAS Xr may be used by helicopter crews currently in operation or by remotely-operated eVTOL aircraft in the emerging Advanced Air Mobility (AAM) market. To cover the range of potential uses, two distinct configurations are being proposed for ACAS Xr: Collision Avoidance System (CAS) and Detect and Avoid (DAA). Under the CAS configuration, ACAS Xr provides minimal caution-level alerting but issues directive warning-level alerting and guidance. The DAA configuration, by contrast, provides caution-level alerting and guidance, in addition to the warning-level alerting and guidance. The current study was performed as part of the National Aeronautics and Space Administration’s AAM project. Six helicopter pilots were recruited to fly a variety of scripted traffic scenarios in a full-motion, crewed eVTOL simulator. Participants flew 60 encounters over two days, reacting to pre-recorded intruder aircraft that were scripted to fly into the participant’s aircraft from different approach angles, relative altitudes, and during different phases of flight. The pilots flew half of the encounters with the CAS configuration and half with the DAA configuration. Within each block of 30 encounters, pilots experienced 10 conflicts while in cruise, 10 in hover, and 10 while on approach to a heliport. Results showed that pilot response times were consistently under 5 seconds for RAs and under 10 seconds for DAA alerts, when present, during all three phases of flight. Unsurprisingly, the DAA configuration was associated with lower rates of en-route and high-severity losses of DAA well clear compared to the CAS configuration in all phases of flight except for the terminal area. Rates of losses of DAA well clear were found to be substantially higher in the Hover scenario, compared to Cruise. Pilots failed to fully comply with RAs at a rate of 0.10-0.18 in all conditions except for the DAA configuration in the Hover scenario, which was associated with a higher non-compliance rate of 0.4 due to Descend RAs issued at low altitudes. The implications of these results with regards to the ongoing development of ACAS Xr is discussed.

air taxis↗
NASA NTRS2011

Microwave Tissue Soldering for Immediate Wound Closure

A novel approach for the immediate sealing of traumatic wounds is under development. A portable microwave generator and handheld antenna are used to seal wounds, binding the edges of the wound together using a biodegradable protein sealant or solder. This method could be used for repairing wounds in emergency settings, by restoring the wound surface to its original strength within minutes. This technique could also be utilized for surgical purposes involving solid visceral organs (i.e., liver, spleen, and kidney) that currently do not respond well to ordinary surgical procedures. A miniaturized microwave generator and a handheld antenna are used to deliver microwave energy to the protein solder, which is applied to the wound. The antenna can be of several alternative designs optimized for placement either in contact with or proximity to the protein solder covering the wound. In either case, optimization of the design includes the matching of impedances to maximize the energy delivered to the protein solder and wound at a chosen frequency. For certain applications, an antenna could be designed that would emit power only when it is in direct contact with the wound. The optimum frequency or frequencies for a specific application would depend on the required depth of penetration of the microwave energy. In fact, a computational simulation for each specific application could be performed, which would then match the characteristics of the antenna with the protein solder and tissue to best effect wound closure. An additional area of interest with potential benefit that remains to be validated is whether microwave energy can effectively kill bacteria in and around the wound. Thus, this may be an efficient method for simultaneously sterilizing and closing wounds. Using microwave energy to seal wounds has a number of advantages over lasers, which are currently in experimental use in some hospitals. Laser tissue welding is unsuitable for emergency use because its large, bulky equipment cannot be easily moved between operating rooms, let alone relocated to field sites where emergencies often occur. In addition, this approach is highly dependent on the uniformity and thickness of the protein solder as well as the surgeon s skills. In contrast, the use of microwave energy is highly tolerant of the thickness of the protein solder, level of fluids in and around the wound, and other parameters that can adversely affect the outcome of laser welding. However, controlling the depth of penetration of the microwave energy into the wound is critical for achieving effective wound sealing without damaging the adjacent tissue. In addition, microspheres that encapsulate metallic cores could also be incorporated into the protein solder to further control the depth of penetration of the microwave energy.

Arndt, G. Dickey↗
NASA NTRSDate not supplied

A Human-In-The-Loop Simulation for Urban Air Mobility in the Terminal Area

In this paper researchers propose a human-in-the-loop experiment to study human performance when tasked with tactical deconfliction in terminal area air taxi operations. The air taxi operations being considered herein are an advanced air transportation concept called Urban Air Mobility (UAM). The UAM concept aims to support not only air taxi operations, but also package delivery and emergency response among other use cases. The key innovation over current air transportation lies with the introduction of highly automated aircraft and air traffic management systems. Development of the UAM system will include transitional midterm phases where some operational services will be provided by a mixture of automation and human actors. Midterm operations present a unique challenge, since the scope of responsibility of automated systems is largely undefined, suggesting the need for direct human participation with little to inform how much human intervention is necessary. Here it is assumed that traffic management responsibilities require coordination between human actors and automated systems and focus on arrival flows for midterm operations. In the proposed human-in-the-loop simulation, virtual UAM traffic is strategically deconflicted by a Provider of Services for UAM at departure, then tactically managed by a human at the arrival facility. Generated traffic consists of UAM participants flying in UAM exclusive airspace structures, thus isolated from traditional traffic. The human operator is tasked with managing spacing of arrival traffic and executing speed adjustments as deemed necessary. Researchers propose the investigation of three levels of automation assistance: 1) no assistance; 2) spacing violation detection; 3) spacing violation detection and speed adjustment recommendations. Quantitative measures like throughput and delay are used to assess the human's capacity for accommodating airborne delays. Qualitative evaluations such as surveys and open-ended feedback are used to gain insight into human factors. These factors could introduce additional capacity constraints on traffic, independent of physical or technical constraints. Although findings for this study will not be reported as the study has not yet been executed, the authors conclude with potential outcomes informed by previous simulations in the literature and suggestions for the structure and procedures of midterm human-automation air traffic management.

UAM↗
NASA NTRSDate not supplied

A Human-In-The-Loop Simulation for Urban Air Mobility in the Terminal Area

In this presentation we propose a human-in-the-loop experiment to study the potential impact of human engagement in tactical mitigation of delay in terminal area air taxi operations. The air taxi operations being considered herein is an advanced air transportation concept called Urban Air Mobility (UAM). The UAM concept aims to support not only air taxi operations, but also package delivery and emergency response among other use cases. The key innovation over current air transportation lies with the introduction of autonomous aircraft and autonomous air traffic management systems. Development of the UAM system will include transitional midterm phases where some operational services will be provided by a mixture of automation and human actors. Midterm operations present a unique challenge, since the scope of responsibility of automated systems is largely undefined, suggesting the need for direct human participation with little to inform how much human intervention is necessary. Here we assume that traffic management responsibilities require coordination between human actors and automated systems and focus on arrival flows for midterm operations. In the proposed human-in-the-loop simulation, virtual UAM traffic is strategically deconflicted by a Provider of Services for UAM at departure, then tactically managed by a human at the arrival facility. Generated traffic consists of UAM participants flying in UAM exclusive airspace structures, thus isolated from traditional traffic. The human operator is tasked with managing spacing of arrival traffic and executing speed adjustments as deemed necessary. We propose the investigation of three levels of automation assistance: 1) no assistance; 2) spacing violation detection; 3) spacing violation detection and speed adjustment recommendations. Quantitative measures like throughput and delay are used to assess the human's capacity for accommodating airborne delays. Qualitative evaluations such as surveys and open-ended feedback are used to gain insight into human factors. These factors could introduce additional capacity constraints on traffic, independent of physical or technical constraints. Although findings for this study will not be reported as the study has not yet been executed, we conclude with potential outcomes informed by previous simulations in the literature and suggestions for the structure and procedures of midterm human-automation air traffic management.

UAM↗