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At least 433 records · Page 24

Power Operations of the Mars Exploration Rovers

The rovers of the National Aeronautics and Space Administration’s (NASA) Mars Exploration Rovers (MER) project, Spirit (MER-A) and Opportunity (MER-B), safely landed on the surface of Mars three weeks apart during January 2004. Spirit and Opportunity were built and operated by the Jet Propulsion Laboratory (JPL), which is managed by the California Institute of Technology (Caltech) for NASA. Spirit landed at Gusev Crater, 14.8 degrees south of the equator, and operated continuously on the surface of Mars from January 4, 2004 until last contact from Spirit on March 22, 2010. Opportunity landed at Meridiani Planum, a location 2.5 degrees south of the Martian equator. Opportunity operated continuously on the Martian surface from January 25, 2004 until the last received transmission from Opportunity on June 10, 2018. The goal of the MER project was to determine if Mars ever had a habitable environment, in particular, if it ever had water. During their missions, both Spirit and Opportunity found evidence that liquid water once flowed on the surface of Mars. Both Spirit and Opportunity used a 1.33 m2 triple-junction solar array as their power sources. Based on observations of the original Mars rover, the Sojourner rover of the Mars Pathfinder mission that landed on Mars on July 4, 1997, the expectation was that the Martian dust would rapidly accumulate on the solar arrays of Spirit and Opportunity, and that the rovers would not have enough energy to continue operations after 90 Martian days (sols). Instead, due in part to lower dust accumulation rates than expected and numerous dust cleaning events, the Spirit and Opportunity rovers continued to operate on the Martian surface for over 2000 sols (MER-A) and 5000 sols (MER-B), respectively. During this time, the rovers experienced multiple Martian winters and several dust storms. Because the sources of solar array energy loss were known, the solar array energy output offered a method to scientifically estimate the loading and aeolian removal of dust from the solar arrays each sol. The MER Power operations team called this value that they calculated the solar array Dust Factor (DF). Dust Factor was defined as the fraction of sunlight that penetrates the accumulated dust on the surface of the solar array. A Dust Factor of 1.0 would indicate that the solar array was perfectly clean. A Dust Factor of 0.6 would indicate that only 60% of the available sunlight was able to penetrate the accumulated dust on the solar arrays. The MER Power subsystem operations team used the Multi-Mission Power Analysis Tool (MMPAT) to perform these Dust Factor calculations. The MMPAT software tool modeled the behavior of the solar arrays and the batteries as they interacted with the spacecraft power loads over the mission timeline. MMPAT also had knowledge (through telemetry and user inputs) of telemetered Power subsystem voltages and currents, atmospheric opacity (Tau), rover surface location, rover attitude, the planetary tilt and distance of Mars from the sun based on day of year, the instantaneous elevation of the sun based on time of day, temperatures (internal and external), terrain masking, and shadowing (due to the camera mast and antennas). Once all of the known sources of array energy loss are accounted, the remaining difference between the expected array energy and the actual array energy determines the solar array Dust Factor. The assumptions made while determining the Dust Factor are 1) that the single measured atmospheric opacity value (Tau) is constant over the course of the entire sol, 2) there is no measurable solar cell degradation, 3) there are no shorted strings and therefore, 4) all unexpected solar array energy losses are due to accumulated dust on the solar array. Although it cannot provide an absolute measure of dust loading, the determination of solar array Dust Factor provides a useful way of tracking dust accumulation and aeolian dust removal trends on Martian spacecraft. Any spacecraft on the Martian surface is vulnerable to dust, especially solar-powered spacecraft. The Spirit and Opportunity rovers were operational on the Martian surface for much longer than expected due in part to aeolian removal of dust from their solar arrays. The first few dust removal events were a pleasant surprise to the MER operations teams; however, over time a pattern began to arise. In over three Mars Years on the surface, the Power operations team tracked the solar array Dust Factor at Gusev Crater (location of MER-A) and observed that there were several significant dust removal and deposition events in Mars Year (MY) 27, even in the absence of a large dust storm. In MY 28 at Gusev Crater, the large atmospheric opacity (Tau) increase lagged significant dust removal events. Overall at Gusev Crater, there was a pattern of steady dust accumulation on the solar arrays, with a small number of significant dust cleaning events. At Meridiani Planum, where Opportunity rover operated for over seven Mars Years (late MY 26 to mid MY 34), a clear and consistent pattern of dust movement emerged. Meridiani Planum had a predictable, seasonally dependent pattern of gradual and continuous dust accumulation and removal. In summary, this paper explains the reasons for the development of the solar array Dust Factor and how it was used in mission operations. In particular, this paper describes the MMPAT software package, how it models array energy, including the important assumptions, model inputs and sources of error. And finally, this paper will show how the calculated solar array Dust Factor was used at Gusev Crater and Meridiani Planum to predict dust accumulation rates and weather patterns, and the importance of this generated data set for current and future solar- powered missions to Mars, such as the InSight lander and the planned Mars Sample Return rover.

Chin, Keith B.↗

A Comparison of Pre‐Construction and Operational Wake Loss Estimates for Land‐Based Wind Plants

The overall bias between pre‐construction energy yield assessment (EYA) estimates of wind plant energy production and the achieved operational production is improving in the wind industry, but uncertainty remains high for individual wind plants. Wake effects within wind plants are one of the largest sources of energy loss considered in the EYA process, and previous work shows wake loss estimates to be a major source of disagreement among wind energy consultants who perform EYAs. To better understand the accuracy of wake loss predictions, we compare overall operational wake loss estimates based on supervisory control and data acquisition data to pre‐construction estimates provided by six wind energy consultants for five land‐based wind plants in North America. By augmenting existing approaches for quantifying operational wake losses, we estimate wake losses during the period of record for which operational data are available as well as the expected long‐term wake losses, based on historical reanalysis weather data, to which the EYA estimates are compared. To account for power variations at different turbine locations caused by terrain‐induced wind resource heterogeneity, we correct the operational wake loss estimates using predicted freestream wind speed variations from the Wind Systems Engineering Reynolds‐averaged Navier–Stokes (RANS) tool. We identify long‐term corrected operational wake losses between 1.9% and 6.4% for the five plants, with a mean loss of 4%. For the project deemed most acceptable for operational wake loss assessment, which is located in the simplest terrain and isolated from neighboring plants, the mean EYA wake loss estimate is within 0.7 percentage points of the operational value of 6.4%. For most of the remaining plants, results suggest that wake losses are generally overpredicted by 2.6–6.3 percentage points. However, operational wake losses may be underestimated for many of these projects because of spatial wind resource variations not captured by the RANS model, external wake effects that are unaccounted for in the estimation process, and wind plant blockage effects. To better understand factors that contribute to the observed wake losses, we investigate operational wake losses as a function of wind direction and wind speed. As expected, wake losses are generally concentrated near wind directions that are aligned with rows of closely spaced turbines and at below‐rated wind speeds; however, for some projects, the energy produced by the wind plant exceeds the estimated potential energy of the plant without wake interactions for certain wind directions and wind speeds, suggesting inaccurate assumptions in the wake loss estimation method for those plants. Lastly, we compare predicted and operational wake losses for individual wind turbines, finding that even when overall wake losses are predicted accurately, large uncertainty exists at the turbine level.

17 WIND ENERGY↗

Cyber Conservative Operations

In an era of increasingly sophisticated and pervasive cyber threats, robust cyber resilience strategies are more critical than ever. This paper introduces the concept of Cyber Conservative Operations, a proactive approach designed to assist critical infrastructure owners and operators in managing risk and maintaining resilience in the face of imminent, yet not occurring, cyber events. By leveraging the principles of Cyber-Informed Engineering (CIE) and the energy sector’s practice of conservative operations, Cyber Conservative Operations offer a framework for planning and executing coordinated active defense and resilience-oriented actions ahead of cyber events. This approach aims to minimize the consequences of digitally-enabled hazards and ensure swift recovery from anticipated cyber threats. Cyber Conservative Operations enhance the ability of owners and operators to execute pre-planned defense and resilience actions, thereby reducing the impact of digitally-enabled hazards. These operations are crucial for addressing impacts that cannot be precisely quantified or forecasted and for preparing organizations for rapid recovery from imminent digital threats. The paper begins with a discussion of conservative operations as applied to the bulk power system (BPS), a current mechanism allowing BPS entities to enact defensive operating plans to mitigate impending grid unreliability. Building on this model, we present a concept for implementing cyber conservative operations at asset owner facilities. The paper concludes with two case studies of cyber conservative operations drawn from high-profile cyber events, illustrating the practical application and benefits of this proactive approach.

42 - ENGINEERING↗

Preparing GMAT for Operational Maneuver Planning of the Advanced Composition Explorer (ACE)

The General Mission Analysis Tool (GMAT) is an open-source space mission design, analysis and trajectory optimization tool. GMAT is developed by a team of NASA, private industry, public and private contributors. GMAT is designed to model, optimize and estimate spacecraft trajectories in flight regimes ranging from low Earth orbit to lunar applications, interplanetary trajectories and other deep space missions. GMAT has also been flight qualified to support operational maneuver planning for the Advanced Composition Explorer (ACE) mission. ACE was launched in August, 1997 and is orbiting the Sun-Earth L1 libration point. The primary science objective of ACE is to study the composition of both the solar wind and the galactic cosmic rays. Operational orbit determination, maneuver operations and product generation for ACE are conducted by NASA Goddard Space Flight Center (GSFC) Flight Dynamics Facility (FDF). This paper discusses the entire engineering lifecycle and major operational certification milestones that GMAT successfully completed to obtain operational certification for the ACE mission. Operational certification milestones such as gathering of the requirements for ACE operational maneuver planning, gap analysis, test plans and procedures development, system design, pre-shadow operations, training to FDF ACE maneuver planners, shadow operations, Test Readiness Review (TRR) and finally Operational Readiness Review (ORR) are discussed. These efforts have demonstrated that GMAT is flight quality software ready to support ACE mission operations in the FDF.

Trajectory analysis↗

Navigation Operations for the Magnetospheric Multiscale Mission

The Magnetospheric Multiscale (MMS) mission employs four identical spinning spacecraft flying in highly elliptical Earth orbits. These spacecraft will fly in a series of tetrahedral formations with separations of less than 10 km. MMS navigation operations use onboard navigation to satisfy the mission definitive orbit and time determination requirements and in addition to minimize operations cost and complexity. The onboard navigation subsystem consists of the Navigator GPS receiver with Goddard Enhanced Onboard Navigation System (GEONS) software, and an Ultra-Stable Oscillator. The four MMS spacecraft are operated from a single Mission Operations Center, which includes a Flight Dynamics Operations Area (FDOA) that supports MMS navigation operations, as well as maneuver planning, conjunction assessment and attitude ground operations. The System Manager component of the FDOA automates routine operations processes. The GEONS Ground Support System component of the FDOA provides the tools needed to support MMS navigation operations. This paper provides an overview of the MMS mission and associated navigation requirements and constraints and discusses MMS navigation operations and the associated MMS ground system components built to support navigation-related operations.

Navigation↗

SimSup's Loop: A Control Theory Approach to Spacecraft Operator Training

Immersive simulation is a staple of training for many complex system operators, including astronauts and ground operators of spacecraft. However, while much has been written about simulators, simulation facilities, and operator certification programs, the topic of how one develops simulation scenarios to train a spacecraft operator is relatively understated in the literature. In this paper, an approach is presented for using control theory as the basis for developing the immersive simulation scenarios for a spacecraft operator training program. The operator is effectively modeled as a high level controller of lower level hardware and software control loops that affect a select set of system state variables. Simulation scenarios are derived from a STAMP-based hazard analysis of the operator's high and low level control loops. The immersive simulation aspect of the overall training program is characterized by selecting a set of scenarios that expose the operator to the various inadequate control actions that stem from control flaws and inadequate control executions in the different sections of the typical control loop. Results from the application of this approach to the Lunar Atmosphere and Dust Environment Explorer (LADEE) mission are provided through an analysis of the simulation scenarios used for operator training and the actual anomalies that occurred during the mission. The simulation scenarios and inflight anomalies are mapped to specific control flaws and inadequate control executions in the different sections of the typical control loop to illustrate the characteristics of anomalies arising from the different sections of the typical control loop (and why it is important for operators to have exposure to these characteristics). Additionally, similarities between the simulation scenarios and inflight anomalies are highlighted to make the case that the simulation scenarios prepared the operators for the mission.

LADEE↗

Operational Characteristics Identification and Simulation Model Verification for Incheon International Airport

Incheon International Airport (ICN) is one of the hub airports in East Asia. Airport operations at ICN have been growing more than 5% per year in the past five years. According to the current airport expansion plan, a new passenger terminal will be added and the current cargo ramp will be expanded in 2018. This expansion project will bring 77 new stands without adding a new runway to the airport. Due to such continuous growth in airport operations and future expansion of the ramps, it will be highly likely that airport surface traffic will experience more congestion, and therefore, suffer from efficiency degradation. There is a growing awareness in aviation research community of need for strategic and tactical surface scheduling capabilities for efficient airport surface operations. Specific to ICN airport operations, a need for A-CDM (Airport - Collaborative Decision Making) or S-CDM(Surface - Collaborative Decision Making), and controller decision support tools for efficient air traffic management has arisen since several years ago. In the United States, there has been independent research efforts made by academia, industry, and government research organizations to enhance efficiency and predictability of surface operations at busy airports. Among these research activities, the Spot and Runway Departure Advisor (SARDA) developed and tested by National Aeronautics and Space Administration (NASA) is a decision support tool to provide tactical advisories to the controllers for efficient surface operations. The effectiveness of SARDA concept, was successfully verified through the human-in-the-loop (HITL) simulations for both spot release and runway operations advisories for ATC Tower controllers of Dallas/Fort Worth International Airport (DFW) in 2010 and 2012, and gate pushback advisories for the ramp controller of Charlotte/Douglas International Airport (CLT) in 2014. The SARDA concept for tactical surface scheduling is further enhanced and is being integrated into NASA's Airspace Technology Demonstration - 2 (ATD-2) project for technology demonstration of Integrated Arrival/Departure/Surface (ADS) operations at CLT. This study is a part of the international research collaboration between KAIA (Korea Agency for Infrastructure Technology Advancement)/KARI (Korea Aerospace Research Institute) and NASA, which is being conducted to validate the effectiveness of SARDA concept as a controller decision support tool for departure and surface management of ICN. This paper presents the preliminary results of the collaboration effort. It includes investigation of the operational environment of ICN, data analysis for identification of the operational characteristics of the airport, construction and verification of airport simulation model using Surface Operations Simulator and Scheduler (SOSS), NASA's fast-time simulation tool.

scheduling↗

Operational Characteristics Identification and Simulation Model Verification for Incheon International Airport

Incheon International Airport (ICN) is one of the hub airports in East Asia. Airport operations at ICN have been growing more than 5 percent per year in the past five years. According to the current airport expansion plan, a new passenger terminal will be added and the current cargo ramp will be expanded in 2018. This expansion project will bring 77 new stands without adding a new runway to the airport. Due to such continuous growth in airport operations and future expansion of the ramps, it will be highly likely that airport surface traffic will experience more congestion, and therefore, suffer from efficiency degradation. There is a growing awareness in aviation research community of need for strategic and tactical surface scheduling capabilities for efficient airport surface operations. Specific to ICN airport operations, a need for A-CDM (Airport - Collaborative Decision Making) or S-CDM (Surface - Collaborative Decision Making), and controller decision support tools for efficient air traffic management has arisen since several years ago. In the United States, there has been independent research efforts made by academia, industry, and government research organizations to enhance efficiency and predictability of surface operations at busy airports. Among these research activities, the Spot and Runway Departure Advisor (SARDA) developed and tested by National Aeronautics and Space Administration (NASA) is a decision support tool to provide tactical advisories to the controllers for efficient surface operations. The effectiveness of SARDA concept, was successfully verified through the human-in-the-loop (HITL) simulations for both spot release and runway operations advisories for ATC Tower controllers of Dallas-Fort Worth International Airport (DFW) in 2010 and 2012, and gate pushback advisories for the ramp controller of Charlotte-Douglas International Airport (CLT) in 2014. The SARDA concept for tactical surface scheduling is further enhanced and is being integrated into NASA's Airspace Technology Demonstration-2 (ATD-2) project for technology demonstration of Integrated Arrival-Departure-Surface (IADS) operations at CLT. This study is a part of the international research collaboration between KAIA (Korea Agency for Infrastructure Technology Advancement), KARI (Korea Aerospace Research Institute) and NASA, which is being conducted to validate the effectiveness of SARDA concept as a controller decision support tool for departure and surface management of ICN. This paper presents the preliminary results of the collaboration effort. It includes investigation of the operational environment of ICN, data analysis for identification of the operational characteristics of the airport, construction and verification of airport simulation model using Surface Operations Simulator and Scheduler (SOSS), NASA's fast-time simulation tool.

surface operations analysis↗

Preparing General Mission Analysis Tool for Operational Maneuver Planning of the Advanced Composition Explorer Mission

The General Mission Analysis Tool (GMAT) is an open-source space mission design, analysis and trajectory optimization tool. GMAT is developed by a team of NASA, private industry, public and private contributors. GMAT is designed to model, optimize and estimate spacecraft trajectories in flight regimes ranging from low Earth orbit to lunar applications, interplanetary trajectories and other deep space missions. GMAT has also been flight qualified to support operational maneuver planning for the Advanced Composition Explorer (ACE) mission. ACE was launched in August, 1997 and is orbiting the Sun-Earth L1 libration point. The primary science objective of ACE is to study the composition of both the solar wind and the galactic cosmic rays. Operational orbit determination, maneuver operations and product generation for ACE are conducted by NASA Goddard Space Flight Center (GSFC) Flight Dynamics Facility (FDF). This paper discusses the entire engineering lifecycle and major operational certification milestones that GMAT successfully completed to obtain operational certification for the ACE mission. Operational certification milestones such as gathering of the requirements for ACE operational maneuver planning, gap analysis, test plans and procedures development, system design, pre-shadow operations, training to FDF ACE maneuver planners, shadow operations, Test Readiness Review (TRR) and finally Operational Readiness Review (ORR) are discussed. These efforts have demonstrated that GMAT is flight quality software ready to support ACE mission operations in the FDF.

mission design↗

Formalized Reasoning of Operational Volumes for Wildland Fire Fighting

This work is focused on the formalized reasoning of operational volumes as it relates to the current and future technologies developed by NASA to aid in wildland firefighting operations. One such technology is the Unmanned Aircraft System Pilot Kit (UASP-kit) developed by the Scalable Traffic Management for Emergency Response Operations (STEReO) project at NASA, which is used to increase situational awareness for a ground operator in the field. The UASP-kit utilizes operational volumes to represent mission areas and alerting volumes; these volumes, in combinations with ADS-B data, can then be used to alert the ground operator when another aircraft has entered one of these areas. This work presents a rigorous foundation for the concept of operational volumes for modeling and prototyping operations in such a tool as the UASP-kit. This includes establishing a class of algorithms to detect when an object is in an operational volume, and when one operational volume intersects or is contained in another. Additionally, this work provides rigorous proof that the algorithms work as intended. Scenarios are presented that model current UASP-kit operations and extend past the current capabilities of the technology to modeling more complex scenarios such as mission planning.

Operational Volumes↗

In-situ Detection of Glovebox Glove Degradation Prior to Glove Failure; Effects on Safety, Waste, and Operational Costs - 20402

Glovebox glove pressure decay leak testing and analysis of the data can greatly improve glovebox safety, minimize Transuranic (TRU) glove waste, and minimize operational cost. It is well known, the weakest point of containment on a glovebox is the glove. Mitigating unplanned openings in gloves is critical to minimizing operational and safety costs in glovebox operations. Mitigating unplanned glove openings due to glove failures will be discussed in this paper. The lack of an engineered solution to determine a gloves operational life in nuclear operations, has lead to use of theoretical and manual subjective methods to determine the life and safety of a glovebox glove. Whether the glove is inspected visually prior to use, or gloves are changed regularly to theoretically avoid failure, both the operators PPE and the room are being exposed to contamination, or un-necessary amounts of TRU glove waste are being generated. Millions of dollars yearly in operational costs are spent on glove failures due to loss of production, incident analysis, regulatory audits, clean up, and paperwork. In a nuclear application, a glove failure could contaminate an operator and laboratory, shut down the operation for weeks, potentially create a regulatory audit, and potentially create a media frenzy; the damages to the organization can be astronomical. Elimination of glove failures is possible by tracking glove material degradation and setting limits to allow glove change when it becomes necessary, prior to glove failure. Analytical pressure decay leak testing allows the detection of material degradation, and in turn the ability to limit operational glove failures. A German based company called MK Versuchsanlagen, e.K., has developed an advanced Glove Integrity Testing System. The system, with its use of proprietary RFID and special software technology, is unique in its capabilities. The system is capable to perform highly accurate regular glove testing on any size glovebox line in minimal time. The system records and can analyze a tremendous amount of system data that in turn can determine, for example, a safe glove change time prior to a glove material failure. This paper will show how an advanced Glove Integrity Testing System can detect glove material degradation and help determine a safe change point prior to glove failure. Pressure decay curves of new gloves and recorded effects of accelerated aging on the glove over time will be shown. The use of this technology in nuclear facilities can greatly improve glovebox operational safety, minimize glovebox glove TRU waste, and save organizations tremendous costs in downtime, clean up, documentation, and potential regulatory review. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

Automated Electric Vehicle Fleet Operations for On-Demand Service: Challenges and Opportunities

Automated/autonomous vehicle fleet operations within automated mobility districts have been studied over the past five years by the National Renewable Energy Laboratory, a US Department of Energy federally funded research and development center. This paper extends the analysis in this third phase of research underway to include considerations for electric vehicle operations and charging within a fleet of right-sized automated vehicles providing on-demand public mobility services. The current focus of research is on the operational complexities and associated challenges for automated/autonomous vehicles employing electric drivetrains and the resultant need for an efficient battery charging process while vehicles are operating in an "on-demand" mode of service. The blossoming of microtransit with shared-ride and point-to-point dispatching of each vehicle instills complex operations, with multiple mobility-on-demand transit operating sites being deployed, studied, and analyzed across North America. As a starting point, the authors' experience over the past 20 years with the analysis of automated transit network systems operating on and within dedicated and protected transitways provides initial insights into the system-level operational implications for maintaining a sufficient battery charge for a fleet of automated vehicles. Lessons learned through the prior analyses of automated transit network systems operating in on-demand service are identified, along with the capital cost implications for the requisite operating fleet size and charging station infrastructure for various approaches. These costs are summarized in juxtaposition with the benefits of realizing the higher goals of reducing environmental impacts and energy use within automated mobility districts as automated/autonomous vehicle technology matures. Finally, the discussion addresses key aspects of battery-electric propulsion for managed fleets in fully automated operation that will be studied as the third phase of research continues.

ADVANCED PROPULSION SYSTEMS↗

Intent inferencing with a model-based operator's associate

A portion of the Operator Function Model Expert System (OFMspert) research project is described. OFMspert is an architecture for an intelligent operator's associate or assistant that can aid the human operator of a complex, dynamic system. Intelligent aiding requires both understanding and control. The understanding (i.e., intent inferencing) ability of the operator's associate is discussed. Understanding or intent inferencing requires a model of the human operator; the usefulness of an intelligent aid depends directly on the fidelity and completeness of its underlying model. The model chosen for this research is the operator function model (OFM). The OFM represents operator functions, subfunctions, tasks, and actions as a heterarchic-hierarchic network of finite state automata, where the arcs in the network are system triggering events. The OFM provides the structure for intent inferencing in that operator functions and subfunctions correspond to likely operator goals and plans. A blackboard system similar to that of Human Associative Processor (HASP) is proposed as the implementation of intent inferencing function. This system postulates operator intentions based on current system state and attempts to interpret observed operator actions in light of these hypothesized intentions.

Jones, Patricia M.↗

Alertness management in two-person long-haul flight operations

Long-haul flight operations involve cumulative sleep loss, circadian disruption, and extended and irregular duty schedules. These factors reduce pilot alertness and performance on the flightdeck. Conceptually and operationally, alertness management in flight operations can be divided into preventive strategies and operational countermeasures. Preventive strategies are utilized prior to a duty period to mitigate or reduce the effects of sleep loss, circadian disruption and fatigue during subsequent flight operations. Operational countermeasures are used during operations as acute techniques for maintaining performance and alertness. Results from previous NASA Ames field studies document the sleep loss and circadian disruption in three-person long-haul flying and illustrate the application of preventive strategies and operational countermeasures. One strategy that can be used in both a preventive and operational manner is strategic napping. The application and effectiveness of strategic napping in long-haul operations will be discussed. Finally, long-haul flying in two-person highly automated aircraft capable of extended range operations will create new challenges to maintaining pilot alertness and performance. Alertness management issues in this flight environment will be explored.

Rosekind, M. R.↗

International Space Station Alpha user payload operations concept

International Space Station Alpha (ISSA) will accommodate a variety of user payloads investigating diverse scientific and technology disciplines on behalf of five international partners: Canada, Europe, Japan, Russia, and the United States. A combination of crew, automated systems, and ground operations teams will control payload operations that require complementary on-board and ground systems. This paper presents the current planning for the ISSA U.S. user payload operations concept and the functional architecture supporting the concept. It describes various NASA payload operations facilities, their interfaces, user facility flight support, the payload planning system, the onboard and ground data management system, and payload operations crew and ground personnel training. This paper summarizes the payload operations infrastructure and architecture developed at the Marshall Space Flight Center (MSFC) to prepare and conduct ISSA on-orbit payload operations from the Payload Operations Integration Center (POIC), and from various user operations locations. The authors pay particular attention to user data management, which includes interfaces with both the onboard data management system and the ground data system. Discussion covers the functional disciplines that define and support POIC payload operations: Planning, Operations Control, Data Management, and Training. The paper describes potential interfaces between users and the POIC disciplines, from the U.S. user perspective.

Schlagheck, Ronald A.↗

An agent-oriented approach to automated mission operations

As we plan for the next generation of Mission Operations Control Center (MOCC) systems, there are many opportunities for the increased utilization of innovative knowledge-based technologies. The innovative technology discussed is an advanced use of agent-oriented approaches to the automation of mission operations. The paper presents an overview of this technology and discusses applied operational scenarios currently being investigated and prototyped. A major focus of the current work is the development of a simple user mechanism that would empower operations staff members to create, in real time, software agents to assist them in common, labor intensive operations tasks. These operational tasks would include: handling routine data and information management functions; amplifying the capabilities of a spacecraft analyst/operator to rapidly identify, analyze, and correct spacecraft anomalies by correlating complex data/information sets and filtering error messages; improving routine monitoring and trend analysis by detecting common failure signatures; and serving as a sentinel for spacecraft changes during critical maneuvers enhancing the system's capabilities to support nonroutine operational conditions with minimum additional staff. An agent-based testbed is under development. This testbed will allow us to: (1) more clearly understand the intricacies of applying agent-based technology in support of the advanced automation of mission operations and (2) access the full set of benefits that can be realized by the proper application of agent-oriented technology in a mission operations environment. The testbed under development addresses some of the data management and report generation functions for the Explorer Platform (EP)/Extreme UltraViolet Explorer (EUVE) Flight Operations Team (FOT). We present an overview of agent-oriented technology and a detailed report on the operation's concept for the testbed.

Truszkowski, Walt↗

Autonomous Command Operations of the WIRE Spacecraft

This paper presents operational innovations which will be introduced on NASA's Wide Field Infrared Explorer (WIRE) mission. These innovations include an end-to-end design architecture for an autonomous commanding capability for the uplink of command loads during unattended station contacts. The WIRE mission is the fifth and final mission of NASA's Goddard Space Flight Center Small Explorer (SMEX) series to be launched in March of 1999. Its primary mission is the targeting of deep space fields using an ultra-cooled infrared telescope. Due to its mission design WIRE command loads are large (approximately 40 Kbytes per 24 hours) and must be performed daily. To reduce the cost of mission operations support that would be required in order to uplink command loads, the WIRE Flight Operations Team has implemented all autonomous command loading capability. This capability allows completely unattended operations over a typical two-day weekend period. The key factors driving design and implementation of this capability were: 1) integration with already existing ground system autonomous capabilities and systems, 2) the desire to evolve autonomous operations capabilities based upon previous SMEX operations experience - specifically the TRACE mission, 3) integration with ground station operations - both autonomous and man-tended, 4) low cost and quick implementation, and 5) end-to-end system robustness. A trade-off study was performed to examine these factors in light of the low-cost, higher-risk SMEX mission philosophy. The study concluded that a STOL (Spacecraft Test and Operations Language) based script, highly integrated with other scripts used to perform autonomous operations, was best suited given the budget and goals of the mission. Each of these factors is discussed in addition to use of the TRACE mission as a testbed for autonomous commanding prior to implementation on WIRE. The capabilities implemented on the WIRE mission are an example of a low-cost, robust, and efficient method for autonomous command loading when implemented with other autonomous features of the ground system. They call be used as a design and implementation template by other missions interested in evolving toward autonomous and lower cost operations. Additionally, the WIRE spacecraft will be used as an operational testbed upon completion of its nominal mission later in 1999. One idea being studied is advanced on-board modeling. Advanced on-board modeling techniques will be used to more efficiently display the spacecraft state. This health and safety information could be used by engineers on the ground or could be used by tile spacecraft for its own assessments. Additionally, this same state information could also be input into the event-driven scheduling system, as the scheduling system will need to assess the spacecraft state before undertaking a new activity. Advanced modeling techniques are being evaluated for a number of NASA missions including The Next Generation Space Telescope (NGST), which is scheduled to launch in 2007.

Walyus, Keith↗

Concept of Operations for Commercial and Business Aircraft Synthetic Vision Systems

A concept of operations (CONOPS) for the Commercial and Business (CaB) aircraft synthetic vision systems (SVS) is described. The CaB SVS is expected to provide increased safety and operational benefits in normal and low visibility conditions. Providing operational benefits will promote SVS implementation in the Net, improve aviation safety, and assist in meeting the national aviation safety goal. SVS will enhance safety and enable consistent gate-to-gate aircraft operations in normal and low visibility conditions. The goal for developing SVS is to support operational minima as low as Category 3b in a variety of environments. For departure and ground operations, the SVS goal is to enable operations with a runway visual range of 300 feet. The system is an integrated display concept that provides a virtual visual environment. The SVS virtual visual environment is composed of three components: an enhanced intuitive view of the flight environment, hazard and obstacle defection and display, and precision navigation guidance. The virtual visual environment will support enhanced operations procedures during all phases of flight - ground operations, departure, en route, and arrival. The applications selected for emphasis in this document include low visibility departures and arrivals including parallel runway operations, and low visibility airport surface operations. These particular applications were selected because of significant potential benefits afforded by SVS.

Williams Daniel M.↗