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NASA NTRS2015

Intelligent Observation Strategies for Geosynchronous Remote Sensing for Natural Hazards

Geosynchronous satellites offer a unique perspective for monitoring environmental factors important to understanding natural hazards and supporting the disasters management life cycle, namely forecast, detection, response, recovery and mitigation. In the NASA decadal survey for Earth science, the GEO-CAPE mission was proposed to address coastal and air pollution events in geosynchronous orbit, complementing similar initiatives in Asia by the South Koreans and by ESA in Europe, thereby covering the northern hemisphere. In addition to analyzing the challenges of identifying instrument capabilities to meet the science requirements, and the implications of hosting the instrument payloads on commercial geosynchronous satellites, the GEO-CAPE mission design team conducted a short study to explore strategies to optimize the science return for the coastal imaging instrument. The study focused on intelligent scheduling strategies that took into account cloud avoidance techniques as well as onboard processing methods to reduce the data storage and transmission loads. This paper expands the findings of that study to address the use of intelligent scheduling techniques and near-real time data product acquisition of both the coastal water and air pollution events. The topics include the use of onboard processing to refine and execute schedules, to detect cloud contamination in observations, and to reduce data handling operations. Analysis of state of the art flight computing capabilities will be presented, along with an assessment of cloud detection algorithms and their performance characteristics. Tools developed to illustrate operational concepts will be described, including their applicability to environmental monitoring domains with an eye to the future. In the geostationary configuration, the payload becomes a networked thing with enough connectivity to exchange data seamlessly with users. This allows the full field of view to be sensed at very high rate under the control of ground infrastructure, resulting in improved efficiencies, accuracy and science benefits. Hence a remote sensing payload and its data may become one of millions of connected objects in the emerging Internet of Things (IoT), and be as easily accessible by a users smart phone as any other smart appliance.

0↗
NASA NTRS2016

Navigation Architecture for a Space Mobile Network

The Tracking and Data Relay Satellite System (TDRSS) Augmentation Service for Satellites (TASS) is a proposed beacon service to provide a global, space based GPS augmentation service based on the NASA Global Differential GPS (GDGPS) System. The TASS signal will be tied to the GPS time system and usable as an additional ranging and Doppler radiometric source. Additionally, it will provide data vital to autonomous navigation in the near Earth regime, including space weather information, TDRS ephemerides, Earth Orientation Parameters (EOP), and forward commanding capability. TASS benefits include enhancing situational awareness, enabling increased autonomy, and providing near real-time command access for user platforms. As NASA Headquarters' Space Communication and Navigation Office (SCaN) begins to move away from a centralized network architecture and towards a Space Mobile Network (SMN) that allows for user initiated services, autonomous navigation will be a key part of such a system. This paper explores how a TASS beacon service enables the Space Mobile Networking paradigm, what a typical user platform would require, and provides an in-depth analysis of several navigation scenarios and operations concepts. This paper provides an overview of the TASS beacon and its role within the SMN and user community. Supporting navigation analysis is presented for two user mission scenarios: an Earth observing spacecraft in low earth orbit (LEO), and a highly elliptical spacecraft in a lunar resonance orbit. These diverse flight scenarios indicate the breadth of applicability of the TASS beacon for upcoming users within the current network architecture and in the SMN.

Data Relay↗
NASA NTRS2016

Navigation Architecture For A Space Mobile Network

The Tracking and Data Relay Satellite System (TDRSS) Augmentation Service for Satellites (TASS) is a proposed beacon service to provide a global, space-based GPS augmentation service based on the NASA Global Differential GPS (GDGPS) System. The TASS signal will be tied to the GPS time system and usable as an additional ranging and Doppler radiometric source. Additionally, it will provide data vital to autonomous navigation in the near Earth regime, including space weather information, TDRS ephemerides, Earth Orientation Parameters (EOP), and forward commanding capability. TASS benefits include enhancing situational awareness, enabling increased autonomy, and providing near real-time command access for user platforms. As NASA Headquarters Space Communication and Navigation Office (SCaN) begins to move away from a centralized network architecture and towards a Space Mobile Network (SMN) that allows for user initiated services, autonomous navigation will be a key part of such a system. This paper explores how a TASS beacon service enables the Space Mobile Networking paradigm, what a typical user platform would require, and provides an in-depth analysis of several navigation scenarios and operations concepts.

Satellite↗
NASA NTRS2016

Space Mobile Network: A Near Earth Communications and Navigation Architecture

This paper shares key findings of NASA's Earth Regime Network Evolution Study (ERNESt) team resulting from its 18-month effort to define a wholly new architecture-level paradigm for the exploitation of space by civil space and commercial sector organizations. Since the launch of Sputnik in October 1957 spaceflight missions have remained highly scripted activities from launch through disposal. The utilization of computer technology has enabled dramatic increases in mission complexity; but, the underlying premise that the diverse actions necessary to meet mission goals requires minute-by-minute scripting, defined weeks in advance of execution, for the life of the mission has remained. This archetype was appropriate for a "new frontier" but now risks overtly constraining the potential market-based opportunities for the innovation considered necessary to efficiently address the complexities associated with meeting communications and navigation requirements projected to be characteristics of the next era of space exploration: a growing number of missions in simultaneous execution, increased variance of mission types and growth in location/orbital regime diversity. The resulting ERNESt architectural cornerstone - the Space Mobile Network (SMN) - was envisioned as critical to creating an environment essential to meeting these future challenges in political, programmatic, technological and budgetary terms. The SMN incorporates technologies such as: Disruption Tolerant Networking (DTN) and optical communications, as well as new operations concepts such as User Initiated Services (UIS) to provide user services analogous to today's terrestrial mobile network user. Results developed in collaboration with NASA's Space Communications and Navigation (SCaN) Division and field centers are reported on. Findings have been validated via briefings to external focus groups and initial ground-based demonstrations. The SMN opens new niches for exploitation by the marketplace of mission planners and service providers.

Space Communication Spacecraft↗
NASA NTRS2015

Enhanced Flight Vision Systems Operational Feasibility Study Using Radar and Infrared Sensors

Approach and landing operations during periods of reduced visibility have plagued aircraft pilots since the beginning of aviation. Although techniques are currently available to mitigate some of the visibility conditions, these operations are still ultimately limited by the pilot's ability to "see" required visual landing references (e.g., markings and/or lights of threshold and touchdown zone) and require significant and costly ground infrastructure. Certified Enhanced Flight Vision Systems (EFVS) have shown promise to lift the obscuration veil. They allow the pilot to operate with enhanced vision, in lieu of natural vision, in the visual segment to enable equivalent visual operations (EVO). An aviation standards document was developed with industry and government consensus for using an EFVS for approach, landing, and rollout to a safe taxi speed in visibilities as low as 300 feet runway visual range (RVR). These new standards establish performance, integrity, availability, and safety requirements to operate in this regime without reliance on a pilot's or flight crew's natural vision by use of a fail-operational EFVS. A pilot-in-the-loop high-fidelity motion simulation study was conducted at NASA Langley Research Center to evaluate the operational feasibility, pilot workload, and pilot acceptability of conducting straight-in instrument approaches with published vertical guidance to landing, touchdown, and rollout to a safe taxi speed in visibility as low as 300 feet RVR by use of vision system technologies on a head-up display (HUD) without need or reliance on natural vision. Twelve crews flew various landing and departure scenarios in 1800, 1000, 700, and 300 RVR. This paper details the non-normal results of the study including objective and subjective measures of performance and acceptability. The study validated the operational feasibility of approach and departure operations and success was independent of visibility conditions. Failures were handled within the lateral confines of the runway for all conditions tested. The fail-operational concept with pilot in the loop needs further study.

Etherington, Timothy J.↗
NASA NTRS2016

Asteroid Redirect Mission Proximity Operations for Reference Target Asteroid 2008 EV5

NASA's Asteroid Redirect Mission (ARM) is composed of two segments, the Asteroid Redirect Robotic Mission (ARRM), and the Asteroid Redirect Crewed Mission (ARCM). In March of 2015, NASA selected the Robotic Boulder Capture Option1 as the baseline for the ARRM. This option will capture a multi-ton boulder, (typically 2-4 meters in size) from the surface of a large (greater than approx.100 m diameter) Near-Earth Asteroid (NEA) and return it to cis-lunar space for subsequent human exploration during the ARCM. Further human and robotic missions to the asteroidal material would also be facilitated by its return to cis-lunar space. In addition, prior to departing the asteroid, the Asteroid Redirect Vehicle (ARV) will perform a demonstration of the Enhanced Gravity Tractor (EGT) planetary defense technique2. This paper will discuss the proximity operations which have been broken into three phases: Approach and Characterization, Boulder Capture, and Planetary Defense Demonstration. Each of these phases has been analyzed for the ARRM reference target, 2008 EV5, and a detailed baseline operations concept has been developed.

Reeves, David M.↗
NASA NTRS2016

Expanding the Envelope of UAS Certification: What it Takes to Type Certify a UAS for Precision Agricultural Spraying

One of the key challenges to the development of a commercial Unmanned Air-craft System (UAS) market is the lack of explicit consideration of UAS in the current regulatory framework. Despite recent progress, additional steps are needed to enable broad UAS types and operational models. This paper discusses recent research that examines how a risk-based approach for safety might change the process and substance of airworthiness requirements for UAS. The project proposed risk-centric airworthiness requirements for a midsize un-manned rotorcraft used for agricultural spraying and also identified factors that may contribute to distinguishing safety risk among different UAS types and operational concepts. Lessons learned regarding how a risk-based approach can expand the envelope of UAS certification are discussed.

Maddalon, J. M.↗
NASA NTRS2017

CisLunar Habitat Internal Architecture Design Criteria

BACKGROUND: In preparation for human exploration to Mars, there is a need to define the development and test program that will validate deep space operations and systems. In that context, a Proving Grounds CisLunar habitat spacecraft is being defined as the next step towards this goal. This spacecraft will operate differently from the ISS or other spacecraft in human history. The performance envelope of this spacecraft (mass, volume, power, specifications, etc.) is being defined by the Future Capabilities Study Team. This team has recognized the need for a human-centered approach for the internal architecture of this spacecraft and has commissioned a CisLunar Phase-1 Habitat Internal Architecture Study Team to develop a NASA reference configuration, providing the Agency with a "smart buyer" approach for future acquisition. THE CISLUNAR HABITAT INTERNAL ARCHITECTURE STUDY: Overall, the CisLunar Habitat Internal Architecture study will address the most significant questions and risks in the current CisLunar architecture, habitation, and operations concept development. This effort is achieved through definition of design criteria, evaluation criteria and process, design of the CisLunar Habitat Phase-1 internal architecture, and the development and fabrication of internal architecture concepts combined with rigorous and methodical Human-in-the-Loop (HITL) evaluations and testing of the conceptual innovations in a controlled test environment. The vision of the CisLunar Habitat Internal Architecture Study is to design, build, and test a CisLunar Phase-1 Habitat Internal Architecture that will be used for habitation (e.g. habitability and human factors) evaluations. The evaluations will mature CisLunar habitat evaluation tools, guidelines, and standards, and will interface with other projects such as the Advanced Exploration Systems (AES) Program integrated Power, Avionics, Software (iPAS), and Logistics for integrated human-in-the-loop testing. The mission of the CisLunar Habitat Internal Architecture Study is to become a forcing function to establish a common understanding of CisLunar Phase-1 Habitation Internal Architecture design criteria, processes, and tools. The scope of the CisLunar Habitat Internal Architecture study is to design, develop, demonstrate, and evaluate a Phase-1 CisLunar Habitat common module internal architecture based on design criteria agreed to by NASA, the International Partners, and Commercial Exploration teams. This task is to define the CisLunar Phase-1 Internal Architecture Government Reference Design, assist NASA in becoming a "smart buyer" for Phase-1 Habitat Concepts, and ultimately to derive standards and requirements from the Internal Architecture Design Process. The first step was to define a Habitat Internal Architecture Design Criteria and create a structured philosophy to be used by design teams as a filter by which critical aspects of consideration would be identified for the purpose of organizing and utilizing interior spaces. With design criteria in place, the team will develop a series of iterative internal architecture concept designs which will be assessed by means of an evaluation criteria and process. These assessments will successively drive and refine the design, leading to the combination and down-selection of design concepts. A single refined reference design configuration will be developed into in a medium-to-high fidelity mockup. A multi-day human-in-the-loop mission test will fully evaluate the reference design and validate its configuration. Lessons learned from the design and evaluation will enable the team to identify appropriate standards for Phase-1 CisLunar Habitat Internal Architecture and will enable NASA to develop derived requirements in support of maturing CisLunar Habitation capabilities. This paper will describe the criteria definition process, workshop event, and resulting CisLunar Phase-1 Habitat Internal Architecture Design Criteria.

Jones, R.↗
NASA NTRS2017

EVA Human Health and Performance Benchmarking Study Overview and Development of a Microgravity Protocol

The primary objective of this study is to develop a protocol to reliably characterize human health and performance metrics for individuals working inside various EVA suits under realistic spaceflight conditions. Expected results and methodologies developed during this study will provide the baseline benchmarking data and protocols with which future EVA suits and suit configurations (e.g., varied pressure, mass, center of gravity [CG]) and different test subject populations (e.g., deconditioned crewmembers) may be reliably assessed and compared. Results may also be used, in conjunction with subsequent testing, to inform fitness-for-duty standards, as well as design requirements and operations concepts for future EVA suits and other exploration systems.

Norcross, Jason↗
NASA NTRS2016

Fast Plasma Investigation for Magnetospheric Multiscale

The Fast Plasma Investigation (FPI) was developed for flight on the Magnetospheric Multiscale (MMS) mission to measure the differential directional flux of magnetospheric electrons and ions with unprecedented time resolution to resolve kinetic-scale plasma dynamics. This increased resolution has been accomplished by placing four dual 180-degree top hat spectrometers for electrons and four dual 180-degree top hat spectrometers for ions around the periphery of each of four MMS spacecraft. Using electrostatic field-of-view deflection, the eight spectrometers for each species together provide 4pi-sr-field-of-view with, at worst, 11.25-degree sample spacing. Energy/charge sampling is provided by swept electrostatic energy/charge selection over the range from 10 eVq to 30000 eVq. The eight dual spectrometers on each spacecraft are controlled and interrogated by a single block redundant Instrument Data Processing Unit, which in turn interfaces to the observatory's Instrument Suite Central Instrument Data processor. This paper described the design of FPI, its ground and in-flight calibration, its operational concept, and its data products.

Pollock, C.↗
NASA NTRS2017

Airborne Trajectory Management (ABTM): A Blueprint for Greater Autonomy in Air Traffic Management

The aviation users of the National Airspace System (NAS) - the airlines, General Aviation (GA), the military and, most recently, operators of Unmanned Aircraft Systems (UAS) - are constrained in their operations by the design of the current paradigm for air traffic control (ATC). Some of these constraints include ATC preferred routes, departure fix restrictions and airspace ground delay programs. As a result, most flights cannot operate on their most efficient business trajectories and a great many flights are delayed even getting into the air, which imposes a significant challenge to maintaining efficient flight and network operations. Rather than accepting ever more sophisticated scheduling solutions to accommodate the existing constraints in the airspace, a series of increasingly capable airborne technologies, integrated with planned improvements in the ground system through the Federal Aviation Administration (FAA) Next Generation Air Traffic Management System (NextGen) programs, could produce much greater operational flexibility for flight path optimization by the aviation system users. These capabilities, described in research coming out of NASA's Aeronautics Research Mission Directorate, can maintain or improve operational safety while taking advantage of air and ground NextGen technologies in novel ways. The underlying premise is that the nation's physical airspace is still abundant and underused, and that the delays and inefficient flight operations resulting from artificial structure in airspace use and procedural constraints on those operations may not be necessary for safe and efficient flight. This article is not an indictment of today's NAS or the people who run it. Indeed, it is an exceptional achievement that Air Traffic Management (ATM) - the complex human/machine conglomeration of communications, navigation and surveillance equipment and the rules and procedures for controlling traffic in the airspace - has both the capacity and enables the degree of efficiency in air travel that it does. But it is also true that sixty years of the "radar religion" (i.e., reliance on radar-based command and control) has produced several generations of ATM system operators and researchers who believe that introducing automation within the existing functional structure of ATM is the only way to "modernize" the system. Even NextGen, which began as a proposal for "transformational" change in the way ATC is performed, has morphed over the last decade and a half to become just the inclusion of Global Positioning System (GPS) for navigation, Automatic Dependent Surveillance Broadcast (ADS-B) for surveillance, and Data Communications (Data Comm) for communications, while still operating in rigidly structured airspace with human controllers being responsible for separation and traffic flow management (TFM) within defined sectors of airspace, using the same horizontal separation standards that have been in use since raw primary radar was introduced in the 1950s. No system as massive as the current NAS ATM can be replaced with a better system while simultaneously meeting the transportation and other aviation needs of the nation. A new generation of more flexible operations must emerge and yet coexist in harmony with the current operation (i.e., share the same airspace without segregation), thereby enabling a long-term transformation to take place in the way increasing numbers of flights are handled. Market forces will be the ultimate driver of this transformation, and investment realities mandate that real benefits must accrue to the first operators to adopt these new capabilities. In fact, the kinds of missions envisioned in the emerging world of UAS operations, unachievable under conventional ATM, demand that this transformation take place. Airborne Trajectory Management (ABTM) is proposed as a series of transformational steps leading to vastly increased flexibility in flight operations and capacity in the airspace to accommodate many varied airspace uses while improving safety. As will be described, ABTM enables the gradual emergence of a new paradigm for user-based trajectory management in ATM that brings tangible benefits to equipped operators at every step while leveraging the air and ground investments of NextGen. There are five steps in this ABTM transformation.1 NASA has extensively studied the first and last of these steps, and a roadmap of increasing capabilities and benefits is proposed for bridging between these operational concepts.

Cotton, William B.↗
NASA NTRS2017

An Update on the CCSDS Optical Communications Working Group

International space agencies around the world are currently developing optical communication systems for Near Earth and Deep Space applications for both robotic and human rated spacecraft. These applications include both links between spacecraft and links between spacecraft and ground. The Interagency Operation Advisory Group (IOAG) has stated that there is a strong business case for international cross support of spacecraft optical links. It further concluded that in order to enable cross support the links must be standardized. This paper will overview the history and structure of the space communications international standards body, the Consultative Committee for Space Data Systems (CCSDS), that will develop the standards and provide an update on the proceedings of the Optical Communications Working Group within CCSDS. This paper will also describe the set of optical communications standards being developed and outline some of the issues that must be addressed in the next few years. The paper will address in particular the ongoing work on application scenarios for deep space to ground called High Photon Efficiency, for LEO to ground called Low Complexity, for inter-satellite and near Earth to ground called High Data Rate, as well as associated atmospheric measurement techniques and link operations concepts.

Laser and Optical Communications↗
NASA NTRS2017

Deep Space Gateway - Enabling Missions to Mars

There are many opportunities for commonality between Lunar vicinity and Mars mission hardware and operations. Best approach: Identify Mars mission risks that can be bought down with testing in the Lunar vicinity, then explore hardware and operational concepts that work for both missions with minimal compromise. Deep Space Transport will validate the systems and capabilities required to send humans to Mars orbit and return to Earth. Deep Space Gateway provides a convenient assembly, checkout, and refurbishment location to enable Mars missions Current deep space transport concept is to fly missions of increasing complexity: Shakedown cruise, Mars orbital mission, Mars surface mission; Mars surface mission would require additional elements.

Rucker, Michelle↗
NASA NTRS2018

Commissioning of NASA's 3rd Generation Tracking and Data Relay Satellites (TDRS KLM)

In the summer of 2017, the third and final spacecraft of the 3rd generation of the Tracking and Data Relay Satellites (TDRS) launched aboard an Atlas V rocket from Complex 41 on the Eastern Test Range. Finishing final testing and integration in the first quarter of 2018, the TDRS-M communication and navigation satellite completes a constellation that began service in the early 1980s. The 3rd generation of spacecraft, TDRS-K, L, and M, not only provided beneficial systems engineering lessons in handling anomalous Radio Frequency and Doppler interference as well as integrating new spacecraft into an aging ground support infrastructure, but also supplies NASA with a valuable test bed for new operational concepts and technologies useful in defining the future architecture of the NASA Space Network. This paper presents an overview of the TDRS-K, L, and M missions, including transfer orbit, Level 5 bus and payload testing, and finally NASA-led Level 6 testing, which includes active TDRS System (TDRSS) users. Highlights include relevant testing results, commissioning challenges, and lessons learned. The final discussion includes a brief overview of future NASA communication and navigation technologies and network architectures.

Data Relay↗
NASA NTRS2018

The Evolution of Payload Data Capabilities on the Commercial Visiting Vehicles that Service the International Space Station

In 2008, NASA awarded the first contracts to U.S. commercial companies to deliver cargo and supplies to the International Space Station (ISS). These contracts, called the first phase of Commercial Resupply Services (CRS1), were awarded to Space Exploration Technologies (SpaceX) and Orbital Sciences. Under the CRS1 contracts, commercial visiting vehicles not only provide a couple tons of cargo to the ISS each mission, but they also provide the ability for payloads to be transferred to the ISS in an active, powered state. Prior to the start of the CRS1 program, most vehicles that serviced the ISS transported science experiments as passive cargo. Therefore, the CRS1 program through offering frequent flight opportunities with powered payload transport capability ushered in a new era in which NASA and payload developers could reimagine operational concepts for payloads during the transit phase to and from the ISS. To take advantage of this powered payload transport capability, NASA first added requirements under the CRS1 program for the commercial vehicles to provide telemetry monitoring services for pressurized payloads to give payload developers situational awareness during the transport phase. Since then, payload developer use-cases for visiting vehicle data services during free-flight have evolved with each new commercial visiting vehicle contract to cover a variety of payload monitoring and control abilities. Additional commercial contracts include the Commercial Crew Transportation Capability (CCtCap) contracts that were awarded to SpaceX and Boeing, and the second phase of Commercial Resupply Services (CRS2) contracts that were awarded to SpaceX, Orbital ATK (formerly Orbital Sciences), and Sierra Nevada Corporation. Commercial crew flights will commence in 2018, and the first flight under the CRS2 program is currently planned for 2019.

Wiggins, Lindsay M.↗
NASA NTRS2018

IV&V Planning & Execution Initiative

Independent verification and validation (IV&V) is a systems engineering discipline which seeks to provide confidence that mission-critical software-dependent systems will operate safely and achieve all mission objectives. In order to optimize application of IV&V resources, it is necessary to identify specific assurance objectives that are most likely to reveal difficulty and therefore to increase confidence. Software assurance literature deals predominantly with the code itself. However, our experience is that the most significant software-related issues are discovered via analysis of other system artifacts such as operations concepts, requirements and design. Consequently, it is desirable to, when assessing risk and defining assurance objectives, consider all facets of the software system architecture. We describe in this presentation progress and lessons learned from an IV&V capability development initiative to enhance the IV&V project planning process using all available architecture information.

Risk↗
NASA NTRS2018

The Way to the Future Has Already Started: ICAO Aeronautical Telecommunication Network (ATN) Using Internet Protocol Suite (IPS) Standards and Protocol Evolution Update

Millions of people are able to exchange information over phones, computers, tablets and an array of new interconnected devices such as sensors, cameras, home appliances and others are increasingly becoming networked. At the core of this sizeable interconnection is a set of underlying protocols that enable millions of devices to seamlessly talk to each other. Aviation, as many other industries have, utilizes the internet protocol for ground-to-ground network communications and efforts are underway to bring it to the cockpit.In 2015, the International Civil Aviation Organization (ICAO) published the second edition of Document 9896 (Doc 9896) titled: Manual on the Aeronautical Telecommunication Network (ATN) using Internet Protocol Suite (IPS) Standards and Protocol. This manual adopted the Internet protocol version 6 (IPv6) for Internet layer interoperability. Document 9896 defined data communications protocols and services to be used for implementing aeronautical telecommunication network (ATN) using the Internet protocol suite (IPS). The document provided technical specifications that addressed security, network and transport protocols, described applications, supported by ATN/IPS and provided communications guidance. The international aviation community working under the guidance of ICAO initiated work on updates to Doc 9896. Under the ICAO Communication Panel, Working Group Internetworking (WG-I) got this challenging task. Key areas of work for WG-I are related to ATN/IPS Security and ANT/IPS Mobility. Two sub-groups have been assembled to work on these elements. The ICAO anticipates the release of updated Doc 9896 in 2020. Additional ATN/IPS standardization efforts include Radio Technical Commission for Aeronautics Special Committee 223 (RTCA SC-223) IPS profile development, Airlines Electronic Engineering Committee (AEEC) A658 Roadmap of IPS future activities and European Organization for Civil Aviation Equipment (EUROCAE) WG-108 development of guidance documentation.This paper describes ICAO WG-I approach to update key areas of the document in closed coordination with AEEC, RTCA and EUROCAE committees supporting the development of ATN/IPS. Additionally, the paper will explore WG-I mobility solutions under investigation, security developments, IPv6 addressing challenges and other proposed updates. Finally, as new operational expectations such as Free Route and Remote Piloted Aircraft System integration are currently pushing the boundaries set by old operational concepts, the paper identifies the emerging new challenges that will drive the ATN/IPS development beyond 2020. They are related to future voice utilization, System Wide Information Management and Remotely Piloted Aircraft System deployment. IPS systems are seen as the only way forward.

Apaza, Rafael↗
NASA NTRS2019

Guidance and Navigation for a Martian Sample Return Ascent Vehicle

Overview: Mission Design and Concept of Operations; Vehicle Concept and System Requirements; Guidance and Navigation Architecture; Simulation Architecture; Guidance Algorithm Development; Navigation System Design; Integrated Vehicle Performance; Continuing Analysis and Trades; Conclusions.

Anzalone, Evan↗