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NASA NTRS2002

Variable Order and Distributed Order Fractional Operators

Many physical processes appear to exhibit fractional order behavior that may vary with time or space. The continuum of order in the fractional calculus allows the order of the fractional operator to be considered as a variable. This paper develops the concept of variable and distributed order fractional operators. Definitions based on the Riemann-Liouville definitions are introduced and behavior of the operators is studied. Several time domain definitions that assign different arguments to the order q in the Riemann-Liouville definition are introduced. For each of these definitions various characteristics are determined. These include: time invariance of the operator, operator initialization, physical realization, linearity, operational transforms. and memory characteristics of the defining kernels. A measure (m2) for memory retentiveness of the order history is introduced. A generalized linear argument for the order q allows the concept of "tailored" variable order fractional operators whose a, memory may be chosen for a particular application. Memory retentiveness (m2) and order dynamic behavior are investigated and applications are shown. The concept of distributed order operators where the order of the time based operator depends on an additional independent (spatial) variable is also forwarded. Several definitions and their Laplace transforms are developed, analysis methods with these operators are demonstrated, and examples shown. Finally operators of multivariable and distributed order are defined in their various applications are outlined.

Lorenzo, Carl F.↗

NASA NTRS1998

Methodology for Examining the Operator and the System Concurrently: Pilot Interaction with Automation

Complex system description is problematic when considering operator task activities interacting with system dynamics. Engineering languages have matured sufficiently to allow machine system description at various levels of depth and breadth but without operator synergy. Concurrently, Task Analysis methods have evolved along diverse lines enabling a description of the operator in the system from various paradigms but not describing the system. A void exists when attempting to view the system and the operator in the same plane. We propose a methodology employing descriptive languages from different domains viewed in a single dimension. Finite Automata (FA) languages describe the machine system in the proposed approach. Operator task specifications, a form of task analysis output, examine the operator activities within the system. Operator task specifications were then selected for discrete task activities and overlaid on the system description to examine operator inputs and subsequently view system responses. Unexpected (surprise) and undesirable system behavior was expected to emerge from this analysis. In this paper we shall first describe the methodology and show how the two perspectives, machine model and operator task specifications are integrated. Following we describe the process of doing such analysis using an example from cockpit automation. The methodology was employed in the analysis of a new function that was added to an existing automatic flight control system. We begin by defining a flight scenario involving all aspects of pilot interaction with the new function. Then, we proceed to develop a basic model of the machine behavior, in the context of pilot actions. Finally we superimpose the operator task specification on the machine model and perform the analysis. The proposed methodology may have broad appeal to system designers and human factors specialists. A common language for engineers of diverse domains is a strong point of this approach. Systems engineers may not fully understand operational considerations and human limitations, and human factors specialists may not be exposed to the full extent of system behavior. We hope the proposed methodology is adopted by both disciplines and in the process each assimilates a common language to address potential shortcomings of either approach separately.

Austin, David↗

NASA NTRS2002

Operations Analysis of the 2nd Generation Reusable Launch Vehicle

The Space Launch Initiative (SLI) program is developing a second-generation reusable launch vehicle. The program goals include lowering the risk of loss of crew to 1 in 10,000 and reducing annual operations cost to one third of the cost of the Space Shuttle. The SLI missions include NASA, military and commercial satellite launches and crew and cargo launches to the space station. The SLI operations analyses provide an assessment of the operational support and infrastructure needed to operate candidate system architectures. Measures of the operability are estimated (i.e. system dependability, responsiveness, and efficiency). Operations analysis is used to determine the impact of specific technologies on operations. A conceptual path to reducing annual operations costs by two thirds is based on key design characteristics, such as reusability, and improved processes lowering labor costs. New operations risks can be expected to emerge. They can be mitigated with effective risk management with careful identification, assignment, tracking, and closure. SLI design characteristics such as nearly full reusability, high reliability, advanced automation, and lowered maintenance and servicing coupled with improved processes are contributors to operability and large operating cost reductions.

Noneman, Steven R.↗

NASA NTRS2002

Use of Traffic Intent Information by Autonomous Aircraft in Constrained Operations

This paper presents findings of a research study designed to provide insight into the issue of intent information exchange in constrained en-route air-traffic operations and its effect on pilot decision-making and flight performance. The piloted simulation was conducted in the Air Traffic Operations Laboratory at the NASA Langley Research Center. Two operational modes for autonomous flight management were compared under conditions of low and high operational complexity (traffic and airspace hazard density). The tactical mode was characterized primarily by the use of traffic state data for conflict detection and resolution and a manual approach to meeting operational constraints. The strategic mode involved the combined use of traffic state and intent information, provided the pilot an additional level of alerting, and allowed an automated approach to meeting operational constraints. Operational constraints applied in the experiment included separation assurance, schedule adherence, airspace hazard avoidance, flight efficiency, and passenger comfort. The strategic operational mode was found to be effective in reducing unnecessary maneuvering in conflict situations where the intruder's intended maneuvers would resolve the conflict. Conditions of high operational complexity and vertical maneuvering resulted in increased proliferation of conflicts, but both operational modes exhibited characteristics of stability based on observed conflict proliferation rates of less than 30 percent. Scenario case studies illustrated the need for maneuver flight restrictions to prevent the creation of new conflicts through maneuvering and the need for an improved user interface design that appropriately focuses the pilot's attention on conflict prevention information. Pilot real-time assessment of maximum workload indicated minimal sensitivity to operational complexity, providing further evidence that pilot workload is not the limiting factor for feasibility of an en-route distributed traffic management system, even under highly constrained conditions.

Wing, David J.↗

NASA NTRS2003

IFR Operations at Non-Towered, Non-Radar Airports: Can we do Better Than One-at-a-Time?

This paper describes a new concept for operations in non-radar terminal airspace around small, nontowered airports. Currently, air traffic operations in instrument meteorological conditions (IMC) at airfields without control towers and radar service are severely constrained by what is known as the one-in/one-out paradigm. Under these conditions only one operation (either arrival or departure) is allowed to occur at a time. Since these operations can take over 15 minutes to complete, capacity at these airports is severely restricted in IMC. The proposed concept is an attempt to break this current paradigm by applying emerging airborne and ground-based technologies to enable simultaneous operations by multiple aircraft in nonradar terminal airspace around small non-towered airports in IMC. The general philosophy underlying this concept of operations is the establishment of a newly defined area surrounding these airports called a Self-Controlled Area (SCA). Aircraft operating within the SCA are required to have a specified minimum level of equipage. Within the SCA, pilots are responsible for separating themselves from other similarly equipped aircraft through the use of new onboard systems and procedures. This concept also takes advantage of newly developed automation at the airport, which provides appropriate sequencing information to the pilots for safe and improved operations. Such operations would enhance the opportunity for point-to-point air taxi or charter operations into smaller airfields that are closer to a traveler s origin and destination. A description of this concept of operations and a simulation environment used for evaluation is provided in this paper.

Jones, K.↗

NASA NTRS2007

Flight Dynamics Performances of the MetOp A Satellite during the First Months of Operations

The 19th of October 2006 at 16:28 UTC the first MetOp satellite (MetOp A) was successfully launched from the Baykonur cosmodrome by a Soyuz/Fregat launcher. After only three days of LEOP operations, performed by ESOC, the satellite was handed over to EUMETSAT, who is since then taking care of all satellite operations. MetOp A is the first European operational satellite for meteorology flying in a Low Earth Orbit (LEO), all previous satellites operated by EUMETSAT, belonging to the METEOSAT family, being located in the Geo-stationary orbit. To ensure safe operations for a LEO satellite accurate and continuous commanding from ground of the on-board AOCS is required. That makes the operational transition at the end of the LEOP quite challenging, as the continuity of the Flight Dynamics operations is to be maintained. That means that the main functions of the Flight Dynamics have to be fully validated on-flight during the LEOP, before taking over the operational responsibility on the spacecraft, and continuously monitored during the entire mission. Due to the nature of a meteorological operational mission, very stringent requirements in terms of overall service availability (99 % of the collected data), timeliness of processing of the observation data (3 hours after sensing) and accuracy of the geo-location of the meteorological products (1 km) are to be fulfilled. That translates in tight requirements imposed to the Flight Dynamics facility (FDF) in terms of accuracy, timeliness and availability of the generated orbit and clock solutions; a detailed monitoring of the quality of these products is thus mandatory. Besides, being the accuracy of the image geo-location strongly related with the pointing performance of the platform and with the on-board timing stability, monitoring from ground of the behaviour of the on-board sensors and clock is needed. This paper presents an overview of the Flight Dynamics operations performed during the different phases of the MetOp A mission up to routine. The activities performed to validate all the Flight Dynamics functions, characterize the behaviour of the satellite and monitor the performances of the Flight Dynamics facility will be highlighted. The MetOp Flight Dynamics Operations team is led by Anders Meier Soerensen and composed by Pier Luigi Righetti, Francisco Sancho, Antimo Damiano and David Lazaro. The team is supported by Hilda Meixner, responsible for all Flight Dynamics validation activities.

Righetti, Pier Luigi↗

NASA NTRS2010

The Applied Meteorology Unit: Nineteen Years Successfully Transitioning Research into Operations for America's Space Program

The Applied Meteorology Unit (AMU) provides technology transition and technique development to improve operational weather support to the Space Shuttle and the entire American space program. The AMU is funded and managed by NASA and operated by a contractor that provides five meteorologists with a diverse mix of advanced degrees, operational experience, and associated skills including data processing, statistics, and the development of graphical user interfaces. The AMU's primary customers are the U.S. Air Force 45th Weather Squadron at Patrick Air Force Base, the National Weather Service Spaceflight Meteorology Group at NASA Johnson Space Center, and the National Weather Service Melbourne FL Forecast Office. The AMU has transitioned research into operations for nineteen years and worked on a wide range of topics, including new forecasting techniques for lightning probability, synoptic peak winds,.convective winds, and summer severe weather; satellite tools to predict anvil cloud trajectories and evaluate camera line of sight for Space Shuttle launch; optimized radar scan strategies; evaluated and implemented local numerical models; evaluated weather sensors; and many more. The AMU has completed 113 projects with 5 more scheduled to be completed by the end of 2010. During this rich history, the AMU and its customers have learned many lessons on how to effectively transition research into operations. Some of these lessons learned include collocating with the operational customer and periodically visiting geographically separated customers, operator submitted projects, consensus tasking process, use of operator primary advocates for each project, customer AMU liaisons with experience in both operations and research, flexibility in adapting the project plan based on lessons learned during the project, and incorporating training and other transition assistance into the project plans. Operator involvement has been critical to the AMU's remarkable success and many awards from NASA, the National Weather Association, and two citations from the Navy's Center of Excellence for Best Manufacturing Practices. This paper will present the AMU's proven methods and explain how they may be applied by other organizations to effectively transition research into operations.

Madura, John T.↗

NASA NTRS2011

ISS Operations Cost Reductions Through Automation of Real-Time Planning Tasks

In 2008 the Johnson Space Center s Mission Operations Directorate (MOD) management team challenged their organization to find ways to reduce the costs of International Space station (ISS) console operations in the Mission Control Center (MCC). Each MOD organization was asked to identify projects that would help them attain a goal of a 30% reduction in operating costs by 2012. The MOD Operations and Planning organization responded to this challenge by launching several software automation projects that would allow them to greatly improve ISS console operations and reduce staffing and operating costs. These projects to date have allowed the MOD Operations organization to remove one full time (7 x 24 x 365) ISS console position in 2010; with the plan of eliminating two full time ISS console support positions by 2012. This will account for an overall 10 EP reduction in staffing for the Operations and Planning organization. These automation projects focused on utilizing software to automate many administrative and often repetitive tasks involved with processing ISS planning and daily operations information. This information was exchanged between the ground flight control teams in Houston and around the globe, as well as with the ISS astronaut crew. These tasks ranged from managing mission plan changes from around the globe, to uploading and downloading information to and from the ISS crew, to even more complex tasks that required multiple decision points to process the data, track approvals and deliver it to the correct recipient across network and security boundaries. The software solutions leveraged several different technologies including customized web applications and implementation of industry standard web services architecture between several planning tools; as well as a engaging a previously research level technology (TRL 2-3) developed by Ames Research Center (ARC) that utilized an intelligent agent based system to manage and automate file traffic flow, archiving f data, and generating console logs. This technology called OCAMS (OCA (Orbital Communication System) Management System), is now considered TRL level 9 and is in daily use in the Mission Control Center in support of ISS operations. These solutions have not only allowed for improved efficiency on console; but since many of the previously manual data transfers are now automated, many of the human error prone steps have been removed, and the quality of the planning products has improved tremendously. This has also allowed our Planning Flight Controllers more time to focus on the abstract areas of the job, (like the complexities of planning a mission for 6 international crew members with a global planning team), instead of being burdened with the administrative tasks that took significant time each console shift to process. The resulting automation solutions have allowed the Operations and Planning organization to realize significant cost savings for the ISS program through 2020 and many of these solutions could be a viable

Hall, Timothy A.↗

NASA NTRS2011

Lessons Learned for Planning and Estimating Operations Support Requirements

Operations (phase E) costs are typically small compared to the spacecraft development and test costs. This, combined with the long lead time for realizing operations costs, can lead projects to focus on hardware development schedules and costs, de-emphasizing estimation of operations support requirements during proposal, early design, and replan cost exercises. The Discovery and New Frontiers (D&NF) programs comprise small, cost-capped missions supporting scientific exploration of the solar system. Even moderate yearly underestimates of the operations costs can present significant LCC impacts for deep space missions with long operational durations, and any LCC growth can directly impact the programs ability to fund new missions. The D&NF Program Office at Marshall Space Flight Center recently studied cost overruns for 7 D&NF missions related to phase C/D development of operational capabilities and phase E mission operations. The goal was to identify the underlying causes for the overruns and develop practical mitigations to assist the D&NF projects in identifying potential operations risks and controlling the associated impacts to operations development and execution costs. The study found that the drivers behind these overruns include overly optimistic assumptions regarding the savings resulting from the use of heritage technology, late development of operations requirements, inadequate planning for sustaining engineering and the special requirements of long duration missions (e.g., knowledge retention and hardware/software refresh), and delayed completion of ground system development work. This presentation summarizes the study and the results, providing a set of lessons NASA can use to improve early estimation and validation of operations costs.

Newhouse, Marilyn↗

NASA NTRS2012

Varying Levels of Automation on UAS Operator Responses to Traffic Resolution Advisories in Civil Airspace

Continuing demand for the use of Unmanned Aircraft Systems (UAS) has put increasing pressure on operations in civil airspace. The need to fly UAS in the National Airspace System (NAS) in order to perform missions vital to national security and defense, emergency management, and science is increasing at a rapid pace. In order to ensure safe operations in the NAS, operators of unmanned aircraft, like those of manned aircraft, may be required to maintain separation assurance and avoid loss of separation with other aircraft while performing their mission tasks. This experiment investigated the effects of varying levels of automation on UAS operator performance and workload while responding to conflict resolution instructions provided by the Tactical Collision Avoidance System II (TCAS II) during a UAS mission in high-density airspace. The purpose of this study was not to investigate the safety of using TCAS II on UAS, but rather to examine the effect of automation on the ability of operators to respond to traffic collision alerts. Six licensed pilots were recruited to act as UAS operators for this study. Operators were instructed to follow a specified mission flight path, while maintaining radio contact with Air Traffic Control and responding to TCAS II resolution advisories. Operators flew four, 45 minute, experimental missions with four different levels of automation: Manual, Knobs, Management by Exception, and Fully Automated. All missions included TCAS II Resolution Advisories (RAs) that required operator attention and rerouting. Operator compliance and reaction time to RAs was measured, and post-run NASA-TLX ratings were collected to measure workload. Results showed significantly higher compliance rates, faster responses to TCAS II alerts, as well as less preemptive operator actions when higher levels of automation are implemented. Physical and Temporal ratings of workload were significantly higher in the Manual condition than in the Management by Exception and Fully Automated conditions.

Kenny, Caitlin↗

NASA NTRS2014

Human Mars Surface Science Operations

Human missions to the surface of Mars will have challenging science operations. This paper will explore some of those challenges, based on science operations considerations as part of more general operational concepts being developed by NASA's Human Spaceflight Architecture (HAT) Mars Destination Operations Team (DOT). The HAT Mars DOT has been developing comprehensive surface operations concepts with an initial emphasis on a multi-phased mission that includes a 500-day surface stay. This paper will address crew science activities, operational details and potential architectural and system implications in the areas of (a) traverse planning and execution, (b) sample acquisition and sample handling, (c) in-situ science analysis, and (d) planetary protection. Three cross-cutting themes will also be explored in this paper: (a) contamination control, (b) low-latency telerobotic science, and (c) crew autonomy. The present traverses under consideration are based on the report, Planning for the Scientific Exploration of Mars by Humans1, by the Mars Exploration Planning and Analysis Group (MEPAG) Human Exploration of Mars-Science Analysis Group (HEM-SAG). The traverses are ambitious and the role of science in those traverses is a key component that will be discussed in this paper. The process of obtaining, handling, and analyzing samples will be an important part of ensuring acceptable science return. Meeting planetary protection protocols will be a key challenge and this paper will explore operational strategies and system designs to meet the challenges of planetary protection, particularly with respect to the exploration of "special regions." A significant challenge for Mars surface science operations with crew is preserving science sample integrity in what will likely be an uncertain environment. Crewed mission surface assets -- such as habitats, spacesuits, and pressurized rovers -- could be a significant source of contamination due to venting, out-gassing and cleanliness levels associated with crew presence. Low-latency telerobotic science operations has the potential to address a number of contamination control and planetary protection issues and will be explored in this paper. Crew autonomy is another key cross-cutting challenge regarding Mars surface science operations, because the communications delay between earth and Mars could as high as 20 minutes one way, likely requiring the crew to perform many science tasks without direct timely intervention from ground support on earth. Striking the operational balance between crew autonomy and earth support will be a key challenge that this paper will address.

Bobskill, Marianne R.↗

NASA NTRS2014

Re-Engineering the ISS Payload Operations Control Center During Increased Utilization and Critical Onboard Events

With an increase in the utilization and hours of payload operations being executed onboard the International Space Station (ISS), upgrading the NASA Marshall Space Flight Center (MSFC) Huntsville Operations Support Center (HOSC) ISS Payload Control Area (PCA) was essential to gaining efficiencies and assurance of current and future payload health and science return. PCA houses the Payload Operations Integration Center (POIC) responsible for the execution of all NASA payloads onboard the ISS. POIC Flight Controllers are responsible for the operation of voice, stowage, command, telemetry, video, power, thermal, and environmental control in support of ISS science experiments. The methodologies and execution of the PCA refurbishment were planned and performed within a four month period in order to assure uninterrupted operation of ISS payloads and minimal impacts to payload operations teams. To vacate the PCA, three additional HOSC control rooms were reconfigured to handle ISS realtime operations, Backup Control Center (BCC) to Mission Control in Houston, simulations, and testing functions. This involved coordination and cooperation from teams of ISS operations controllers, multiple engineering and design disciplines, management, and construction companies performing an array of activities simultaneously and in sync delivering a final product with no issues that impacted the schedule. For each console operator discipline, studies of Information Technology (IT) tools and equipment layouts, ergonomics, and lines of sight were performed. Infusing some of the latest IT into the project was an essential goal in ensuring future growth and success of the ISS payload science returns. Engineering evaluations led to a state of the art media wall implementation and more efficient ethernet cabling distribution providing the latest products and the best solution for the POIC. These engineering innovations led to cost savings for the project. Constraints involved in the management of the project included executing over 450 crew-hours of ISS real-time payload operations including a major onboard communications upgrade, SpaceX un-berth, a Soyuz launch, roll-out of ISS live video and interviews from the POIC, annual BCC certification and hurricane season, and ISS simulations and testing. Continuous ISS payload operations were possible during the PCA facility modifications with the reconfiguration of four control rooms and standup of two temporary control areas. Another major restriction to the project was an ongoing facility upgrade that included a NASA Headquarters mandated replacement of all electrical and mechanical systems and replacement of an external generator. These upgrades required a facility power outage during the PCA upgrades. The project also encompassed console layout designs and ordering, amenities selections and ordering, excessing of old equipment, moves, disposal of old IT equipment, camera installations, facility tour re-schedules, and contract justifications. These were just some of the tasks needed for a successful project.

Marsh, Angela L.↗

NASA NTRS2015

Testing of an Arcjet Thruster with Capability of Direct-Drive Operation

Electric thrusters typically require a power processing unit (PPU) to convert the spacecraft provided power to the voltage-current that a thruster needs for operation. Testing has been initiated to study whether an arcjet thruster can be operated directly with the power produced by solar arrays without any additional conversion. Elimination of the PPU significantly reduces system-level complexity of the propulsion system, and lowers developmental cost and risk. The work aims to identify and address technical questions related to power conditioning and noise suppression in the system and heating of the thruster in long-duration operation. The apparatus under investigation has a target power level from 400-1,000 W. However, the proposed direct-drive arcjet is potentially a highly scalable concept, applicable to solar-electric spacecraft with up to 100's of kW and beyond. A direct-drive electric propulsion system would be comprised of a thruster that operates with the power supplied directly from the power source (typically solar arrays) with no further power conditioning needed between those two components. Arcjet thrusters are electric propulsion devices, with the power supplied as a high current at low voltage; of all the different types of electric thruster, they are best suited for direct drive from solar arrays. One advantage of an arcjet over Hall or gridded ion thrusters is that for comparable power the arcjet is a much smaller device and can provide more thrust and orders of magnitude higher thrust density (approximately 1-10 N/sq m), albeit at lower I(sub sp) (approximately 800-1000 s). In addition, arcjets are capable of operating on a wide range of propellant options, having been demonstrated on H2, ammonia, N2, Ar, Kr, Xe, while present SOA Hall and ion thrusters are primarily limited to Xe propellant. Direct-drive is often discussed in terms of Hall thrusters, but they require 250-300 V for operation, which is difficult even with high-voltage solar arrays. The arcjet requires under 100 V, which is more in-line with what is easily possible with a solar array. Direct-drive of an electric propulsion system confers the advantage of reducing or eliminating the power processing unit (PPU) that is typically needed to convert the spacecraft-provided power to the voltage and current needed for thruster operation. Since the PPU is typically the most expensive piece of an electric thruster system, from both a fabrication and qualification standpoint, its elimination offers the potential for major reductions in system cost and risk. The design of the arcjet built for this effort was based on previous low power (1 kW class) arcjets. It has a precision machined 99.95% pure tungsten anode which also serves as the nozzle. The anode constrictor region is 1 mm (0.040-in) diameter and 1 mm (0.040-in) long. The cathode is a tungsten welding electrode doped with LaO2; its tip was precision ground to a 30◦ angle ending in a blunt end. The two electrodes are separated by a boron-nitride insulator which also serves as the propellant injection manifold; it ends in six small holes which introduce the propellant gas in the diverging section of the nozzle, directly adjacent to the cathode. The electrodes and insulator are housed in a stainless-steel outer-body, with a Macor insulator at the mid-plane to provide thermal isolation between the front and back halves of the device. The gas seals were made using Grafoil gaskets. Figure 1A shows the assembled thruster in the vacuum chamber; figure 1B shows the thruster in operation on argon at a flow rate of 676 sccm (20 mg/s). Initial testing was conducted in a 3.5-ft diameter vacuum chamber; the ultimate pressure reached during quasi-steady operation of the thruster was about 330 millitorr. The thruster was powered with a high-current, 0-100A, 15 kW power supply. The discharge was initiated with a high-voltage (approximately 10 kV) spark initiator that was isolated from the supply by a stack of diodes. The testing indicated that an operating point exists within the I-V characteristics that is compatible with direct-drive solar-electric operation; for a flow rate of 20 mg/s (argon) the arc could be sustained at a voltage of about 20 V and a current of 25 A (500W).

Martin, Adam K.↗

NASA NTRS2016

A Vision and Roadmap for Increasing User Autonomy in Flight Operations in the National Airspace

The purpose of Air Transportation is to move people and cargo safely, efficiently and swiftly to their destinations. The companies and individuals who use aircraft for this purpose, the airspace users, desire to operate their aircraft according to a dynamically optimized business trajectory for their specific mission and operational business model. In current operations, the dynamic optimization of business trajectories is limited by constraints built into operations in the National Airspace System (NAS) for reasons of safety and operational needs of the air navigation service providers. NASA has been developing and testing means to overcome many of these constraints and permit operations to be conducted closer to the airspace user's changing business trajectory as conditions unfold before and during the flight. A roadmap of logical steps progressing toward increased user autonomy is proposed, beginning with NASA's Traffic Aware Strategic Aircrew Requests (TASAR) concept that enables flight crews to make informed, deconflicted flight-optimization requests to air traffic control. These steps include the use of data communications for route change requests and approvals, integration with time-based arrival flow management processes under development by the Federal Aviation Administration (FAA), increased user authority for defining and modifying downstream, strategic portions of the trajectory, and ultimately application of self-separation. This progression takes advantage of existing FAA NextGen programs and RTCA standards development, and it is designed to minimize the number of hardware upgrades required of airspace users to take advantage of these advanced capabilities to achieve dynamically optimized business trajectories in NAS operations. The roadmap is designed to provide operational benefits to first adopters so that investment decisions do not depend upon a large segment of the user community becoming equipped before benefits can be realized. The issues of equipment certification and operational approval of new procedures are addressed in a way that minimizes their impact on the transition by deferring a change in the assignment of separation responsibility until a large body of operational data is available to support the safety case for this change in the last roadmap step.This paper will relate the roadmap steps to ongoing activities to clarify the economics-based transition to these technologies for operational use.

Cotton, William B.↗

NASA NTRS2016

Unmanned Aircraft Systems Traffic Management (UTM) Safely Enabling UAS Operations in Low-Altitude Airspace

Unmanned Aircraft System (UAS) Traffic Management (UTM) Enabling Civilian Low-Altitude Airspace and Unmanned Aircraft System Operations What is the problem? Many beneficial civilian applications of UAS have been proposed, from goods delivery and infrastructure surveillance, to search and rescue, and agricultural monitoring. Currently, there is no established infrastructure to enable and safely manage the widespread use of low-altitude airspace and UAS operations, regardless of the type of UAS. A UAS traffic management (UTM) system for low-altitude airspace may be needed, perhaps leveraging concepts from the system of roads, lanes, stop signs, rules and lights that govern vehicles on the ground today, whether the vehicles are driven by humans or are automated. What system technologies is NASA exploring? Building on its legacy of work in air traffic management for crewed aircraft, NASA is researching prototype technologies for a UAS Traffic Management (UTM) system that could develop airspace integration requirements for enabling safe, efficient low-altitude operations. While incorporating lessons learned from the today's well-established air traffic management system, which was a response that grew out of a mid-air collision over the Grand Canyon in the early days of commercial aviation, the UTM system would enable safe and efficient low-altitude airspace operations by providing services such as airspace design, corridors, dynamic geofencing, severe weather and wind avoidance, congestion management, terrain avoidance, route planning and re-routing, separation management, sequencing and spacing, and contingency management. One of the attributes of the UTM system is that it would not require human operators to monitor every vehicle continuously. The system could provide to human managers the data to make strategic decisions related to initiation, continuation, and termination of airspace operations. This approach would ensure that only authenticated UAS could operate in the airspace. In its most mature form, the UTM system could be developed using autonomicity characteristics that include self-configuration, self-optimization and self-protection. The self-configuration aspect could determine whether the operations should continue given the current andor predicted windweather conditions. NASA envisions concepts for two types of possible UTM systems. The first type would be a Portable UTM system, which would move from between geographical areas and support operations such as precision agriculture and disaster relief. The second type of system would be a Persistent UTM system, which would support low-altitude operations and provide continuous coverage for a geographical area. Either system would require persistent communication, navigation, and surveillance (CNS) coverage to track, ensure, and monitor conformance. What is NASA doing to test the technologies? NASA's near-term goal is the development and demonstration of a possible future UTM system that could safely enable low-altitude airspace and UAS operations. Working alongside many committed government, industry and academic partners, NASA is leading the research, development and testing that is taking place in a series of activities called Technology Capability Levels (TCL), each increasing in complexity. UTM TCL1 concluded field testing in August 2015 and is undergoing additional testing at an FAA site.

UTM Low-altitude↗

NASA NTRS2016

Unmanned Aerial Systems Traffic Management (UTM): Safely Enabling UAS Operations in Low-Altitude Airspace

Currently, there is no established infrastructure to enable and safely manage the widespread use of low-altitude airspace and UAS flight operations. Given this, and understanding that the FAA faces a mandate to modernize the present air traffic management system through computer automation and significantly reduce the number of air traffic controllers by FY 2020, the FAA maintains that a comprehensive, yet fully automated UAS traffic management (UTM) system for low-altitude airspace is needed. The concept of UTM is to begin by leveraging concepts from the system of roads, lanes, stop signs, rules and lights that govern vehicles on the ground today. Building on its legacy of work in air traffic management (ATM), NASA is working with industry to develop prototype technologies for a UAS Traffic Management (UTM) system that would evolve airspace integration procedures for enabling safe, efficient low-altitude flight operations that autonomously manage UAS operating in an approved low-altitude airspace environment. UTM is a cloud-based system that will autonomously manage all traffic at low altitudes to include UASs being operated beyond visual line of sight of an operator. UTM would thus enable safe and efficient flight operations by providing fully integrated traffic management services such as airspace design, corridors, dynamic geofencing, severe weather and wind avoidance, congestion management, terrain avoidance, route planning re-routing, separation management, sequencing spacing, and contingency management. UTM removes the need for human operators to continuously monitor aircraft operating in approved areas. NASA envisions concepts for two types of UTM systems. The first would be a small portable system, which could be moved between geographical areas in support of operations such as precision agriculture and public safety. The second would be a Persistent system, which would support low-altitude operations in an approved area by providing continuous automated coverage. Both would require persistent communication, navigation, and surveillance (CNS) coverage to track, ensure, and monitor conformance. UTM is creating an airspace management tool that allows the ATM system to accommodate the number of UAS that will operate in the low altitude airspace. The analogy is just because we have a car, whether its autonomous or someone is driving, does not diminish the need for a road or road signs or rules of the road.

traffic management↗

NASA NTRS2014

Real-Time Science Operations to Support a Lunar Polar Volatiles Rover Mission

Future human exploration of the Moon will likely rely on in situ resource utilization (ISRU) to enable long duration lunar missions. Prior to utilizing ISRU on the Moon, the natural resources (in this case lunar volatiles) must be identified and characterized, and ISRU demonstrated on the lunar surface. To enable future uses of ISRU, NASA and the CSA are developing a lunar rover payload that can (1) locate near subsurface volatiles, (2) excavate and analyze samples of the volatile-bearing regolith, and (3) demonstrate the form, extractability and usefulness of the materials. Such investigations are important both for ISRU purposes and for understanding the scientific nature of these intriguing lunar volatile deposits. Temperature models and orbital data suggest near surface volatile concentrations may exist at briefly lit lunar polar locations outside persistently shadowed regions. A lunar rover could be remotely operated at some of these locations for the approx. 2-14 days of expected sunlight at relatively low cost. Due to the limited operational time available, both science and rover operations decisions must be made in real time, requiring immediate situational awareness, data analysis, and decision support tools. Given these constraints, such a mission requires a new concept of operations. In this paper we outline the results and lessons learned from an analog field campaign in July 2012 which tested operations for a lunar polar rover concept. A rover was operated in the analog environment of Hawaii by an off-site Flight Control Center, a rover navigation center in Canada, a Science Backroom at NASA Ames Research Center in California, and support teams at NASA Johnson Space Center in Texas and NASA Kennedy Space Center in Florida. We find that this type of mission requires highly efficient, real time, remotely operated rover operations to enable low cost, scientifically relevant exploration of the distribution and nature of lunar polar volatiles. The field demonstration illustrated the need for science operations personnel in constant communications with the flight mission operators and the Science Backroom to provide immediate and continual science support and validation throughout the mission. Specific data analysis tools are also required to enable immediate data monitoring, visualization, and decision making. The field campaign demonstrated that this novel methodology of real-time science operations is possible and applicable to providing important new insights regarding lunar polar volatiles for both science and exploration.

Moon; Volatiles; Rover; Missions↗

NASA NTRS2019

CNS Simulation Tool Development for Increasingly Complex Airspace Operation Evaluation

As unmanned aircraft operations continue to grow and new vehicles such as air taxi, supersonic aircraft and high-altitude long endurance aircraft seek access to the airspace, it is anticipated that National Airspace System (NAS) operations will increase in density and complexity. To manage the influx, demand and safe integration of these new aircraft and missions into the NAS, a careful evaluation of existing and new operational concepts, vehicle characteristics and technology performance is required. Communications, Navigation and Surveillance (CNS) technologies operating in the NAS have evolved to meet changing needs of the Air Traffic Control System and the vehicles operating in the airspace. Today's CNS systems have been architected to deliver critical services to a carefully designed airspace configuration and to serve airborne vehicles equipped with standardized systems that enable global air navigation. The introduction of new vehicles is projected to expand NAS operations beyond today's configuration to include a new breed of aircraft operating from non-conventional aerodromes, resulting in a mix of vehicles operating in the same airspace. To enable this expansion, it is anticipated that modeling and simulation will play an important role in the evaluation of new management concept of operations.In this regard, NASA is developing simulation capabilities that will enable the evaluation of new concepts of operation and CNS technology performance in an increasingly dense, high-tempo operational environment. The NASA Glenn Research Center is working on the development of CNS simulation capabilities intended to support the integrated evaluation of operational concepts and emerging technologies. This presentation describes simulation capability development efforts that, together with other simulation tools, will enable evaluation of new concepts and technologies for the integration of new vehicles and services into the NAS. [Also discussed: NASA Shadow Mode Assessment using Realistic Technologies for the National Airspace System (SMART NAS)]

Surveillance↗