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All sourcesNASA NTRSDOE OSTI
NASA NTRS1989

Planning for Space Station Freedom laboratory payload integration

Space Station Freedom is being developed to support extensive missions involving microgravity research and applications. Requirements for on-orbit payload integration and the simultaneous payload integration of multiple mission increments will provide the stimulus to develop new streamlined integration procedures in order to take advantage of the increased capabilities offered by Freedom. The United States Laboratory and its user accommodations are described. The process of integrating users' experiments and equipment into the United States Laboratory and the Pressurized Logistics Modules is described. This process includes the strategic and tactical phases of Space Station utilization planning. The support that the Work Package 01 Utilization office will provide to the users and hardware developers, in the form of Experiment Integration Engineers, early accommodation assessments, and physical integration of experiment equipment, is described. Plans for integrated payload analytical integration are also described.

Willenberg, Harvey J.↗
NASA NTRS2004

Choosing Mars-Time: Analysis of the Mars Exploration Rover Experience

This paper focuses on the Mars Exploration Rover (MER) mission decision to work on Mars Time and the implications of that decision on the tactical surface operations process as personnel planned activities and created a new command load for work on each Martian sol. The paper also looks at tools that supported the complexities of Mars Time work, and makes some comparisons between Earth and Mars time scheduling.

Bass, Deborah S.↗
NASA NTRSDate not supplied

Evaluation of Self-Scheduling Exercises Completed by Analog Crewmembers in NASA's Human Exploration Research Analog (HERA)

NASA human spaceflight missions are inherently dynamic and require frequent scheduling changes in order to adapt to changing mission priorities and objectives. Tactical level changes to the mission plan are traditionally made by a team of expert planners and operations specialists on the ground. However, astronauts are expected to execute missions more autonomously during future long duration missions. Astronauts will need to take on some of the responsibility of managing their own schedule while still abiding by the numerous constraints required by human spaceflight operations. This paper summarizes salient elements of crew performance in NASA’s Human Exploration Research Analog Campaign 3. Analog crewmembers completed a series of self-scheduling exercises to evaluate Playbook’s usability towards enabling self-scheduling without support from ground control. Playbook is a self-scheduling software tool designed and developed by our team. We also investigated how to best communicate self-scheduling tasks and constraints to the crew in order to facilitate efficient self-scheduling during isolation in a realistic environment. Our analysis identified that 30 minutes was sufficient to complete complex self-scheduling tasks. Our evaluation also identified differences between individual and collaborative performance; analog crewmembers completed self-scheduling exercises more quickly as a team as opposed to individually and reported lower subjective difficulty ratings overall.

HERA↗
NASA NTRSDate not supplied

Detect-and-Avoid Maneuver Planning: Benefits of Including Route Recapture

Development of Detect-and-avoid (DAA) systems’ maneuver guidance requirements at RTCA has centered on tactical maneuvers away from the intruder. Recapturing the flight-plan route the initial maneuver is not directly taken into account by most DAA maneuver guidance algorithms. This work demonstrates potential challenges and inefficiencies that can arise in recapturing the route after resolving a conflict. Horizontal resolution trajectories for a test matrix of encounters with varying aircraft speeds and geometries are computed by minimizing either flight time or deviation to serve as a baseline. Turn directions computed from a reference DAA algorithm coupled with a pilot selection model and a second algorithm called Autoresolver (AR) are compared to these baseline resolution trajectories. Baseline results show that turning into the intruder yields favorable cost for most encounters. Additional analysis of pilot response data shows that only three-fourths of pilots’ horizontal maneuvers turn into intruders, a percentage much lower than the baseline results. Improvement to a DAA guidance algorithm based on findings in this work is discussed.

Route Recapture↗
NASA NTRSDate not supplied

Detect-and-Avoid Maneuver Planning: Benefits of Including Route Recapture

Development of Detect-and-avoid (DAA) systems’ maneuver guidance requirements at RTCA has centered on tactical maneuvers away from the intruder. Recapturing the flight-plan route the initial maneuver is not directly taken into account by most DAA maneuver guidance algorithms. This work demonstrates potential challenges and inefficiencies that can arise in recapturing the route after resolving a conflict. Horizontal resolution trajectories for a test matrix of encounters with varying aircraft speeds and geometries are computed by minimizing either flight time or deviation to serve as a baseline. Turn directions computed from a reference DAA algorithm coupled with a pilot selection model and a second algorithm called Autoresolver (AR) are compared to these baseline resolution trajectories. Baseline results show that turning into the intruder yields favorable cost for most encounters. Additional analysis of pilot response data shows that only three-fourths of pilots’ horizontal maneuvers turn into intruders, a percentage much lower than the baseline results. Improvement to a DAA guidance algorithm based on findings in this work is discussed.

Route Recapture↗
NASA NTRS2007

Mission Operations of the Mars Exploration Rovers

A document describes a system of processes involved in planning, commanding, and monitoring operations of the rovers Spirit and Opportunity of the Mars Exploration Rover mission. The system is designed to minimize command turnaround time, given that inherent uncertainties in terrain conditions and in successful completion of planned landed spacecraft motions preclude planning of some spacecraft activities until the results of prior activities are known by the ground-based operations team. The processes are partitioned into those (designated as tactical) that must be tied to the Martian clock and those (designated strategic) that can, without loss, be completed in a more leisurely fashion. The tactical processes include assessment of downlinked data, refinement and validation of activity plans, sequencing of commands, and integration and validation of sequences. Strategic processes include communications planning and generation of long-term activity plans. The primary benefit of this partition is to enable the tactical portion of the team to focus solely on tasks that contribute directly to meeting the deadlines for commanding the rover s each sol (1 sol = 1 Martian day) - achieving a turnaround time of 18 hours or less, while facilitating strategic team interactions with other organizations that do not work on a Mars time schedule.

Bass, Deborah↗
NASA NTRS2021

Commanding Curiosity from the Couch: MSL Remote Operations, Challenges, and Path Ahead

This paper describes how the Mars ScienceLaboratory (MSL) project prepared for and successfully beganCuriosity rover Mars operations from their homes in responseto the COVID-19 work-from-home orders. In a very shortperiod, the team developed procedures and executed a remoteoperations readiness test in parallel with the team's support fornominal operations. Continuing regular rover operations withan entirely remote team had not previously been consideredfeasible due to a variety of factors. These included both thehuman factors, such as multiple concurrent person-to-personinteractions of the uplink planning team, as well as technicalfactors, such as reliance on powerful workstations dedicated tographically intensive software tools used for planning. The testwas conducted on March 12th, with both the downlink anduplink teams successfully simulating a near full planning day.The JPL administration announced the transition to mandatorytelework on Monday, March 16th. MSL stood down the uplinkplanning originally scheduled for the next day while downlinkcontinued monitoring the rover. Full operations then resumedper schedule with nearly the entire operations team teleworkingon Friday, March 20th, during which the team planned roveractivities for three Martian days (sols). These activities includedthe successful drilling of the "Edinburgh" rock target, a highlycomplex contact science activity.As of October 1st, 2020, the Mars Science Laboratory missionoperations team has conducted 88 remote tactical uplink shiftsfor a total of 190 sols of planned rover activity, which accountsfor more than 6% of the mission to date. In this period the roverhas completed four drilling campaigns and driven over 1150meters towards its next major science target – a sulfate bearinggeologic unit at the foot of Mount Sharp. Success has not beenwithout its challenges. Many of these have been addressed whileothers will remain in some form until the team can safely returnto JPL, which in turn is the largest challenge for the future.

Stroupe, Ashley↗
NASA NTRS2015

Identifying Key Issues and Potential Solutions for Integrated Arrival, Departure, Surface Operations by Surveying Stakeholder Preferences

NASA's Aeronautics Research Mission Directorate (ARMD) collaborates with the FAA and industry to provide concepts and technologies that enhance the transition to the next-generation air-traffic management system (NextGen). To facilitate this collaboration, ARMD has a series of Airspace Technology Demonstration (ATD) sub-projects that develop, demonstrate, and transitions NASA technologies and concepts for implementation in the National Airspace System (NAS). The second of these sub-projects, ATD-2, is focused on the potential benefits to NAS stakeholders of integrated arrival, departure, surface (IADS) operations. To determine the project objectives and assess the benefits of a potential solution, NASA surveyed NAS stakeholders to understand the existing issues in arrival, departure, and surface operations, and the perceived benefits of better integrating these operations. NASA surveyed a broad cross-section of stakeholders representing the airlines, airports, air-navigation service providers, and industry providers of NAS tools. The survey indicated that improving the predictability of flight times (schedules) could improve efficiency in arrival, departure, and surface operations. Stakeholders also mentioned the need for better strategic and tactical information on traffic constraints as well as better information sharing and a coupled collaborative planning process that allows stakeholders to coordinate IADS operations. To assess the impact of a potential solution, NASA sketched an initial departure scheduling concept and assessed its viability by surveying a select group of stakeholders for a second time. The objective of the departure scheduler was to enable flights to move continuously from gate to cruise with minimal interruption in a busy metroplex airspace environment using strategic and tactical scheduling enhanced by collaborative planning between airlines and service providers. The stakeholders agreed that this departure concept could improve schedule predictability and suggested several key attributes that were necessary to make the concept successful. The goals and objectives of the planned ATD-2 sub-project will incorporate the results of this stakeholder feedback.

integrated arrival/departure/surface operations↗
NASA NTRS2016

Risk-Hedged Approach for Re-Routing Air Traffic Under Weather Uncertainty

This presentation corresponds to: our paper explores a new risk-hedged approach for re-routing air traffic around forecast convective weather. In this work, flying through a more likely weather instantiation is considered to pose a higher level of risk. Current operational practice strategically plans re-routes to avoid only the most likely (highest risk) weather instantiation, and then tactically makes any necessary adjustments as the weather evolves. The risk-hedged approach strategically plans re-routes by minimizing the risk-adjusted path length, incorporating multiple possible weather instantiations with associated likelihoods (risks). The resulting model is transparent and is readily analyzed for realism and treated with well-understood shortest-path algorithms. Risk-hedged re-routes are computed for some example weather instantiations. The main result is that in some scenarios, relative to an operational-practice proxy solution, the risk-hedged solution provides the benefits of lower risk as well as shorter path length. In other scenarios, the benefits of the risk-hedged solution are ambiguous, because the solution is characterized by a tradeoff between risk and path length. The risk-hedged solution can be executed in those scenarios where it provides a clear benefit over current operational practice.

air traffic routing↗
NASA NTRS1990

Advanced Rotorcraft Transmission program - A status report

The work being conducted under the first phase of the joint Army/NASA Advanced Rotorcraft Transmission program is reviewed. The work includes the selection of the Tactical Tilt Rotor (TTR) system and the development plans for assessing advanced component technologies. The TTR drive-system arrangement is outlined, and the comparisons and trade studies of self-aligning bearingless planetary, split torque, and conventional single-stage planetary configurations are presented. The effects of transmission improvements are evaluated, and component development testing is discussed, including noise reduction by active force cancellation, hybrid bidirectional tapered roller bearings, and precision net forged spur gears.

Drago, Raymond J.↗
NASA NTRS2012

Autonomous Operations Planner: A Flexible Platform for Research in Flight-Deck Support for Airborne Self-Separation

The Autonomous Operations Planner (AOP), developed by NASA, is a flexible and powerful prototype of a flight-deck automation system to support self-separation of aircraft. The AOP incorporates a variety of algorithms to detect and resolve conflicts between the trajectories of its own aircraft and traffic aircraft while meeting route constraints such as required times of arrival and avoiding airspace hazards such as convective weather and restricted airspace. This integrated suite of algorithms provides flight crew support for strategic and tactical conflict resolutions and conflict-free trajectory planning while en route. The AOP has supported an extensive set of experiments covering various conditions and variations on the self-separation concept, yielding insight into the system s design and resolving various challenges encountered in the exploration of the concept. The design of the AOP will enable it to continue to evolve and support experimentation as the self-separation concept is refined.

Karr, David A.↗
NASA NTRS2011

Impact of Tactical and Strategic Weather Avoidance on Separation Assurance

The ability to keep flights away from weather hazards while maintaining aircraft-to-aircraft separation is critically important. The Advanced Airspace Concept is an automation concept that implements a ground-based strategic conflict resolution algorithm for management of aircraft separation. The impact of dynamic and uncertain weather avoidance on this concept is investigated. A strategic weather rerouting system is integrated with the Advanced Airspace Concept, which also provides a tactical weather avoidance algorithm, in a fast time simulation of the Air Transportation System. Strategic weather rerouting is used to plan routes around weather in the 20 minute to two-hour time horizon. To address forecast uncertainty, flight routes are revised at 15 minute intervals. Tactical weather avoidance is used for short term trajectory adjustments (30 minute planning horizon) that are updated every minute to address any weather conflicts (instances where aircraft are predicted to pass through weather cells) that are left unresolved by strategic weather rerouting. The fast time simulation is used to assess the impact of tactical weather avoidance on the performance of automated conflict resolution as well as the impact of strategic weather rerouting on both conflict resolution and tactical weather avoidance. The results demonstrate that both tactical weather avoidance and strategic weather rerouting increase the algorithm complexity required to find aircraft conflict resolutions. Results also demonstrate that tactical weather avoidance is prone to higher airborne delay than strategic weather rerouting. Adding strategic weather rerouting to tactical weather avoidance reduces total airborne delays for the reported scenario by 18% and reduces the number of remaining weather violations by 13%. Finally, two features are identified that have proven important for strategic weather rerouting to realize these benefits; namely, the ability to revise reroutes and the use of maneuvers that start far ahead of encountering a weather cell when rerouting around weather.

Refai, Mohamad S.↗
NASA NTRS2008

Orbital Express Mission Operations Planning and Resource Management using ASPEN

The Orbital Express satellite servicing demonstrator program is a DARPA program aimed at developing "a safe and cost-effective approach to autonomously service satellites in orbit". The system consists of: a) the Autonomous Space Transport Robotic Operations (ASTRO) vehicle, under development by Boeing Integrated Defense Systems, and b) a prototype modular next-generation serviceable satellite, NEXTSat, being developed by Ball Aerospace. Flexibility of ASPEN: a) Accommodate changes to procedures; b) Accommodate changes to daily losses and gains; c) Responsive re-planning; and d) Critical to success of mission planning Auto-Generation of activity models: a) Created plans quickly; b) Repetition/Re-use of models each day; and c) Guarantees the AML syntax. One SRP per day vs. Tactical team

automated planning scheduling↗
NASA NTRS2020

Integrated Demand Management: Concepts and Procedures

This report provides a comprehensive description of the Integrated Demand Management concept. Motivation: NASA’s Integrated Demand Management (IDM) research explores the idea that, under certain conditions, time-based flow management (TBFM) arrival operations can benefit from the coordinated use of a strategic traffic management initiative (TMI) to “precondition” the inbound demand. The research was motivated by the observation that TBFM was usually turned off during convective weather, even in facilities where it was routinely used. Our hypothesis was that strategic adjustments to the inbound traffic so that it provided a better match to the off-nominal changes in capacity observed during these conditions could enable TBFM scheduling to continue to provide effective support for arrival traffic management. Concept: IDM proposes that a TMI (e.g., a Collaborative Trajectory Options Program, or CTOP) be used to adjust the rate and/or geographic distribution across flows of the traffic inbound to a high-demand, TBFM-managed airport before that traffic reaches the TBFM planning horizon. After this strategic preconditioning, TBFM can then tactically fine-tune the demand to deliver a well-managed, orderly feed to the destination airport. Coordinated use of these two flow management capabilities is intended to improve system performance in terms of: • Equity of ground delay assignment, avoiding excessive ground delay for TBFM-scheduled departures, without penalizing longer flights; • Throughput, by distributing traffic to maximize use of available capacity; • Predictability for operators, providing advance notice about the impact on individual flights; • Increased flexibility, supporting operator mitigation strategies such as slot swapping or trajectory options; • Efficiency of flight operations, using ground delay more effectively and reducing airborne delay. The operational description in this document highlights how the IDM concept builds upon already existing tools and procedures, and also indicates where tool enhancements could facilitate conduct of IDM operations. However, enhanced tools are not a requirement for concept introduction. In fact, initial deployment that focused on training procedures and rationale for coordinated use of TFMS and TBFM, without changes to existing tools, might be a simpler way to introduce and to familiarize traffic managers with the idea of preconditioning. The concept and procedures described in this document can hopefully provide useful guidance for introduction of IDM into field operations..

IDM↗
NASA NTRS2023

Analysis of Strategic Conflict Management Approaches as Applied to Simulated UAM Operations

This report presents the results of a comparison analysis of candidate Strategic Conflict Management (SCM) strategies as applied to Urban Air Mobility (UAM) operations. The SCM strategies investigated included: no SCM, resource scheduling (RS), resource flow rates (FR), area-based flow rates (AR), and conflict detection and resolution (CR). The study evaluated each strategy against the same 3 levels of flight demand in a representative airspace construct for the Dallas/Fort Worth region. The study also accounted for different levels of uncertainty in operational planning and equivalent levels of trajectory following error. In the analysis, we compared the SCM strategies’ effectiveness in reducing the need for the tactical conflict management layer to act and looked at the metrics of unmitigated losses-of-separation (LOS), flight delays imposed by strategic planning, and throughput of the overall airspace. The study results indicated that the CR strategy was the most effective at reducing LOS and percentage of flights with LOS, even in the presence of trajectory error when uncertainty is accounted for in planning. Thus, if the objective is to reduce the number of actions that the tactical conflict management layer will have to take, in terms of conflicts that may need to be resolved, CR is the strategy to use. The FR strategy was found to be the worst at reducing LOS and percentage of flights with LOS. Thus, it is not very effective at reducing the actions required by a tactical conflict management layer. In the airspace tested, the demand was high enough to produce unacceptable levels of flight delay and reductions of throughput when the SCM strategies were implemented. This was especially evident at the higher levels of trajectory uncertainty and error. The need to account for expected levels of uncertainty becomes more and more important as the demand level increases and as the level of trajectory error increases. This is because the likelihood of flights with LOS increases as the density of operations increases and as the level of trajectory error increases. Accounting for uncertainty in the SCM strategies improves the strategy effectiveness with respect to LOS but increases delays and reduces throughput. Thus, there is a tradeoff between scalability and allowable levels of uncertainty. That is, we can implement an air traffic management construct that allows high levels of uncertainty, but we can expect that same system to have limits on scalability that may be evident even at small demand levels, such as those used in this study. Therefore, the results in this study indicate that an air traffic system should attempt to implement mechanisms appropriate for reducing uncertainty where possible in order to increase the chances for scalability. And this increased level of predictability of operations needs to be balanced with mechanisms for ensuring flexibility when operational conditions and plans need to change, even though those types of changes should be the exception rather than the rule under normal conditions. The study also introduced a trade space that could serve as a mechanism for selecting the appropriate SCM strategy in a trade-off between uncertainty and error, mean flight delay, and the LOS metrics (which this study equates to the potential for tactical conflict management actions). The optimal solution for a given airspace, demand level, and other factors, could likely be a combination of SCM strategies, although this study only compared the use of a single SCM strategy at a time. The CR strategy appeared to have the best opportunity for scalability by limiting the number of potential tactical actions to nearly zero.

Strategic Conflict Management↗
DOE OSTI2022

Energy Emergency and Preparedness Data: Frequently Asked Questions (FAQs) and Quick Guidance on Crisis Communications

State Energy Offices and Public Utility Commissions rely on timely, accurate, and actionable information to perform their energy emergency response duties and execute their roles as state energy security planners. In support of this need, the National Association of State Energy Officials (NASEO) and the National Association of Regulatory Utility Commissions (NARUC) hosted an Energy Security and Data Analysis Workshop in Washington, DC to identify energy security response and planning data sources; and to share successful methods of data use and integration in state, federal, and private sector tools. Following the workshop, NASEO and NARUC hosted two topical data-centric webinars based on state priorities to identify best practices in Geographic Information Systems (GIS) and Crisis Communications programs leveraged in energy assurance planning and response. The Crisis Communications webinar covered best practice tactics for how states can respond during energy emergencies and other crises. Based on the workshop and webinars, this document summarizes commonly used data sources and includes frequently asked questions which may be used by state energy officials (i.e., consisting of staff from Public Utility Commissions and Governor-designated State Energy Offices) to help guide them in developing or improving their Crisis Communications capabilities. A strong public information program is a key crisis management tool. Timely and accurate information helps prevent confusion and uncertainty and encourages public support and cooperation. As energy subject matter experts, state energy officials are vital in the distilling, clarifying, and conveying energy sector information and implications to decision-makers and the public. Other participants in an effective public information program include the Governor’s Office, other state agencies, local governments, energy providers, local businesses, state legislature, and the federal government. It is essential to provide stakeholders and the public with information about the nature, severity, and duration of an emergency because inadequate understanding and awareness can lead to undesirable actions that could further exacerbate the situation. Before a state government can provide information to the public, it must gather information, describe the emergency accurately, and develop recommendations to manage the situation.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
NASA NTRS2010

Walking the Walk/Talking the Talk: Mission Planning with Speech-Interactive Agents

The application of simulation technology to mission planning and rehearsal has enabled realistic overhead 2-D and immersive 3-D "fly-through" capabilities that can help better prepare tactical teams for conducting missions in unfamiliar locales. For aircrews, detailed terrain data can offer a preview of the relevant landmarks and hazards, and threat models can provide a comprehensive glimpse of potential hot zones and safety corridors. A further extension of the utility of such planning and rehearsal techniques would allow users to perform the radio communications planned for a mission; that is, the air-ground coordination that is critical to the success of missions such as close air support (CAS). Such practice opportunities, while valuable, are limited by the inescapable scarcity of complete mission teams to gather in space and time during planning and rehearsal cycles. Moreoever, using simulated comms with synthetic entities, despite the substantial training and cost benefits, remains an elusive objective. In this paper we report on a solution to this gap that incorporates "synthetic teammates" - intelligent software agents that can role-play entities in a mission scenario and that can communicate in spoken language with users. We employ a fielded mission planning and rehearsal tool so that our focus remains on the experimental objectives of the research rather than on developing a testbed from scratch. Use of this planning tool also helps to validate the approach in an operational system. The result is a demonstration of a mission rehearsal tool that allows aircrew users to not only fly the mission but also practice the verbal communications with air control agencies and tactical controllers on the ground. This work will be presented in a CAS mission planning example but has broad applicability across weapons systems, missions and tactical force compositions.

Bell, Benjamin↗
NASA NTRS2010

Tactical Conflict Detection in Terminal Airspace

Air traffic systems have long relied on automated short-term conflict prediction algorithms to warn controllers of impending conflicts (losses of separation). The complexity of terminal airspace has proven difficult for such systems as it often leads to excessive false alerts. Thus, the legacy system, called Conflict Alert, which provides short-term alerts in both en-route and terminal airspace currently, is often inhibited or degraded in areas where frequent false alerts occur, even though the alerts are provided only when an aircraft is in dangerous proximity of other aircraft. This research investigates how a minimal level of flight intent information may be used to improve short-term conflict detection in terminal airspace such that it can be used by the controller to maintain legal aircraft separation. The flight intent information includes a site-specific nominal arrival route and inferred altitude clearances in addition to the flight plan that includes the RNAV (Area Navigation) departure route. A new tactical conflict detection algorithm is proposed, which uses a single analytic trajectory, determined by the flight intent and the current state information of the aircraft, and includes a complex set of current, dynamic separation standards for terminal airspace to define losses of separation. The new algorithm is compared with an algorithm that imitates a known en-route algorithm and another that imitates Conflict Alert by analysis of false-alert rate and alert lead time with recent real-world data of arrival and departure operations and a large set of operational error cases from Dallas/Fort Worth TRACON (Terminal Radar Approach Control). The new algorithm yielded a false-alert rate of two per hour and an average alert lead time of 38 seconds.

Tang, Huabin↗