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All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

An Approach for Defining IASMS Services, Functions, and Capabilities

Assuring safety in the NAS with the inclusion of new entrants, such as Advanced Air Mobility (AAM), will require overcoming unique safety challenges that result from combining innovative technologies with novel airspace concepts for moving people and cargo using autonomous vehicles. The focus of the In-time Aviation Safety Management System (IASMS) is to overcome AAM’s safety assurance challenges. The IASMS Concept of Operations (ConOps) describes an interconnected set of services, functions, and capabilities (SFCs) designed to manage operational risks, identify unknown risks, and inform system designs. This paper describes an approach for defining SFCs based on technology trends in research, assessment of known and unknown risks in voluntary safety reports, and causal and contributing factors in aviation accidents and incidents. This approach would identify potential SFCs that further expand the Monitor, Assess, and Mitigate (M-A-M) functionality that represents the enabling framework of the IASMS. Safety implications that will result from integration of AAM in the transformation of the National Airspace System (NAS) were addressed in National Academies committees reports on AAM and IASMS. Development of a ConOps for IASMS was a top recommendation and can be represented as a reframing of safety assurance that builds on real-time alerting such as the Traffic Alert and Collision Avoidance System, and adds the more encompassing in-time temporal parameter in recognition of the different timelines for collecting and assessing safety data for risk mitigations. For example, mining for safety trends from data sources such as the Aviation Safety Information Analysis and Sharing system occurs over a longer time period. Research on AAM operations poses that SFCs can be designed to monitor the safety margin appropriate for AAM including with regards to the distance between current flight parameters and nominal ideal conditions. These in-time comparisons will become more complex as the density of operations increases at least in certain areas and can include planned and actual 4D trajectory, and in-time comparisons having implications on conflict modeling and prediction including expected and actual departure time, fix/waypoint crossing times, and arrival time. These comparisons would be integrated as part of SFCs that redefine and inform new safety margin. An increased safety margin improves management of operational risks while reducing the potential for anomalies. An increased safety margin also has implications for operator confidence in the certainty of its operations and trust in automation. Technology trends in research could be used to refine existing SFCs and define needs for additional SFCs that provide safety improvements to the design and operation of vehicles, airspace design, and operator performance requirements. NASA is developing innovative approaches to safeguard against major accidents and incidents that have occurred in the NAS and those anticipated with the inclusion of envisioned AAM operations. The innovations use operational performance data to monitor, detect, and predict flight variations exceeding safe nominal patterns, such as would be caused by navigational error, severe weather complications, or hijacking of UAS controls. These innovative approaches have high potential to prevent accidents and incidents in the new AAM era. It is anticipated that elements of the innovations will evolve into SFCs for the IASMS. Voluntary safety reports can be monitored to identify anomalies related to design or operational performance risks. Reports could be periodically monitored and assessed for specific topics. Reports might serve as weak signals or precursors indicative of emergent risk such as when combined with other safety information. The architecture could include SFCs that are based on voluntary safety reports recognizing the periodic temporal nature of data analysis. As previously mentioned, aviation accidents with their causal and contributing precursors can inform the need for SFCs in the IASMS. Accidents and incidents at San Francisco International Airport such as Asiana 214 and Air Canada 759 illustrate how combinations of different factors lead to increased risk. These types of precursors and different factors have implications on the types of SFCs that could be needed to monitor and manage different sources and types of design and operational risk. Continuing to assure the safety of AAM as designs and operations gain in complexity can be accompanied by defining SFCs that also increase in complexity. These SFCs can leverage information from findings and recommendations synthesized across on-going research, voluntary safety reports, and accident and incident reports. These SFCs can serve to refine accuracy of algorithms and resolve limitations with current practices. The IASMS architecture represents the framework for the SFCs and their critical role in safety assurance.

In-Time Aviation Safety Management System↗
NASA NTRSDate not supplied

An Approach for Identifying IASMS Services, Functions, and Capabilities From Data Sources

Assuring safety in the NAS with the inclusion of new entrants that are part of Advanced Air Mobility (AAM) will require overcoming unique safety challenges that result from combining innovative technologies with novel airspace concepts for moving people and cargo using semi-autonomous/autonomous vehicles. Overcoming these AAM safety assurance challenges is the focus of the In-time Aviation Safety Management System (IASMS). The IASMS Concept of Operations (ConOps) describes an interconnected set of services, functions, and capabilities (SFCs)designed to manage operational risks, identify unknown risks, and inform system design to mitigate risk. This paper describes a broad approach for identifying SFCs involving technology trends in research, assessment of known and unknown risks in safety reports, and causal and contributing factors in aviation accidents and incidents. This approach leverages these sources to identify potential SFCs that enable the Monitor, Assess, and Mitigate (M-A-M)functionality that represents the enabling framework of the IASMS.

Kyle Ellis↗
NASA NTRSDate not supplied

Defining Services, Functions, and Capabilities for an Advanced Air Mobility (AAM) In-time Aviation Safety Management System (IASMS)

NASA’s vision for Advanced Air Mobility (AAM) Mission is to help emerging aviation markets to safely develop an air transportation system that moves people and cargo between places previously not served or underserved by aviation. The integration of new operational paradigms and vehicle classes in this system requires a transformation of the National Airspace System (NAS) that includes substantive changes critical for assuring safety. These changes are compelled by unique challenges posed by AAM to the safety management system (SMS). These challenges were assessed by committees of the National Academies in their reports on a vision for an In-time Aviation Safety Management System (IASMS) and a blueprint for AAM [1,2]. In their description of an IASMS, the top recommendation was development of a concept of operations (ConOps) for IASMS. This paper describes the high-priority recommendations from the National Academies for its IASMS vision and how they are addressed through a distributed system-of-systems architecture. The IASMS architecture is structured on the services, functions, and capabilities (SFCs) necessary for In-time System-wide Safety Assurance (ISSA)initially developed for urban air mobility (UAM). The paper then posits where these SFCs would reside across vehicles, airspace, or service suppliers such as Supplemental Data Service Providers (SDSPs), and how SFCs scale with increasing complexity in design and operations of AAM. SFCs are foundational building blocks for a system that targets an individual or family of risks using a Monitor-Assess-Mitigate risk paradigm for anomalies, precursors and trends. An IASMS could be conceived that uses a portfolio of SFCs for AAM in general or prioritizes SFCs for a specific domain or operation.

K Ellis↗
NASA NTRS1987

Space Station flight telerobotic servicer functional requirements development

The Space Station flight telerobotic servicer (FTS), a flight robotic system for use on the first Space Station launch, is described. The objectives of the FTS program include: (1) the provision of an alternative crew EVA by supporting the crew in assembly, maintenance, and servicing activities, and (2) the improvement of crew safety by performing hazardous tasks such as spacecraft refueling or thermal and power system maintenance. The NASA/NBS Standard Reference Model provides the generic, hierarchical, structured functional control definition for the system. It is capable of accommodating additional degrees of machine intelligence in the future.

Oberright, John↗
NASA NTRS1981

Satellite services system analysis study. Volume 2, part 2: Study results

The development of an effective satellite services system was investigated. Satek Satellite user market, design reference missions, satellite service functions, service equipment, and cost estimates are discussed. Extensive program plans for a satellite service system implementation are included.

Source record↗
NASA NTRS1981

Satellite services system analysis study. Volume 1, part 2: Executive summary

The early mission model was developed through a survey of the potential user market. Service functions were defined and a group of design reference missions were selected which represented needs for each of the service functions. Servicing concepts were developed through mission analysis and STS timeline constraint analysis. The hardware needs for accomplishing the service functions were identified with emphasis being placed on applying equipment in the current NASA inventory and that in advanced stages of planning. A more comprehensive service model was developed based on the NASA and DoD mission models segregated by mission class. The number of service events of each class were estimated based on average revisit and service assumptions. Service Kits were defined as collections of equipment applicable to performing one or more service functions. Preliminary design was carrid out on a selected set of hardware needed for early service missions. The organization and costing of the satellie service systems were addressed.

Source record↗
NASA NTRSDate not supplied

Flight Testing of In-Time Safety Assurance Technologies for UAS Operations

Ongoing research at NASA is driven by a strategic plan defined by the Aeronautics Research Mission Directorate and a vision for future In-Time Aviation Safety Management Systems (IASMS) as described by the National Academies. In both visions, system safety awareness and provision are expanded through increased access to relevant data; integrated analysis and predictive capabilities; improved real-time detection and alerting of domain-specific hazards; decision support, and in some cases, automated risk mitigation strategies. One primary research focus is to develop means by which more timely (i.e., “in-time”) actions may be taken to mitigate precursors, anomalies, or trends that are observed during operations. In this paper, we describe such means as a collection of Services, Functions, and Capabilities (SFCs) that are supported by an underlying information system. For example, an integrated risk assessment capability is envisioned that continuously monitors safety-related metrics and margins and recommends timely operational changes. Assessment functions and/or services can be based on data analytics and predictive models derived from heterogeneous data sets that span relevant indicator metrics and their time histories. Likewise, on-board functions can identify and reduce susceptibility to precursor conditions that have led (and can lead) to aircraft loss-of-control or out-of-control accidents. This paper summarizes development and testing of such an information system tailored to hazards anticipated for future highly autonomous flight missions near and over densely populated areas. Testing is accomplished via simulation and by using small, unmanned aircraft operating over a test range at NASA’s Langley Research Center. Flight plans and test scenarios are defined to emulate several use-cases, including package delivery; reconnaissance; fire management; and urban air taxi vertiport operations. Two test phases are summarized with Phase 1 occurring in (2019-2020) and Phase 2 ongoing (2021-present). Results focus on SFC performance, technology readiness level assessment, and requirements discovery/validation. Companion papers are cited throughout for additional details on the recent testing.

safety management↗
NASA NTRS2023

From Remotely-Sensed SIF to Ecosystem Structure, Function, and Service: Part I - Harnessing Theory

Solar-induced chlorophyll fluorescence (SIF) is a remotely sensed optical signal emitted during the light reactions of photosynthesis. The past two decades have witnessed an explosion in availability of SIF data at increasingly higher spatial and temporal resolutions, sparking applications in diverse research sectors (e.g., ecology, agriculture, hydrology, climate, and socioeconomics). These applications must deal with complexities caused by tremendous variations in scale and the impacts of interacting and superimposing plant physiology and three-dimensional vegetation structure on the emission and scattering of SIF. At present, these complexities have not been overcome. To advance future research, the two companion reviews aim to (1) develop an analytical framework for inferring terrestrial vegetation structures and function that are tied to SIF emission, (2) synthesize progress and identify challenges in SIF research via the lens of multi-sector applications, and (3) map out actionable solutions to tackle these challenges and offer our vision for research priorities over the next 5–10 years based on the proposed analytical framework. This paper is the first of the two companion reviews, and theory oriented. It introduces a theoretically rigorous yet practically applicable analytical framework. Guided by this framework, we offer theoretical perspectives on three overarching questions: (1) The forward (mechanism) question—How are the dynamics of SIF affected by terrestrial ecosystem structure and function? (2) The inference question: What aspects of terrestrial ecosystem structure, function, and service can be reliably inferred from remotely sensed SIF and how? (3) The innovation question: What innovations are needed to realize the full potential of SIF remote sensing for real-world applications under climate change? The analytical framework elucidates that process complexity must be appreciated in inferring ecosystem structure and function from the observed SIF; this framework can serve as a diagnosis and inference tool for versatile applications across diverse spatial and temporal scales.

carbon fluxes↗
NASA NTRS1985

Advanced Information Processing System (AIPS) proof-of-concept system functional design I/O network system services

The function design of the Input/Output (I/O) services for the Advanced Information Processing System (AIPS) proof of concept system is described. The data flow diagrams, which show the functional processes in I/O services and the data that flows among them, are contained. A complete list of the data identified on the data flow diagrams and in the process descriptions are provided.

Source record↗
NASA NTRS1989

The flight telerobotic servicer: From functional architecture to computer architecture

After a brief tutorial on the NASA/National Bureau of Standards Standard Reference Model for Telerobot Control System Architecture (NASREM) functional architecture, the approach to its implementation is shown. First, interfaces must be defined which are capable of supporting the known algorithms. This is illustrated by considering the interfaces required for the SERVO level of the NASREM functional architecture. After interface definition, the specific computer architecture for the implementation must be determined. This choice is obviously technology dependent. An example illustrating one possible mapping of the NASREM functional architecture to a particular set of computers which implements it is shown. The result of choosing the NASREM functional architecture is that it provides a technology independent paradigm which can be mapped into a technology dependent implementation capable of evolving with technology in the laboratory and in space.

Lumia, Ronald↗
NASA NTRS2000

The NASA Spacecraft Transponding Modem

A new deep space transponder is being developed by the Jet Propulsion Laboratory for NASA. The Spacecraft Transponding Modem (STM) implements the standard transponder functions and the channel service functions that have previously resided in spacecraft Command/Data Subsystems. The STM uses custom ASICs, MMICs, and MCMs to reduce the active device parts count to 70, mass to I kg, and volume to 524 cc. The first STMs will be flown on missions launching in the 2003 time frame. The STM tracks an X-band uplink signal and provides both X-band and Ka-band downlinks, either coherent or non-coherent with the uplink. A NASA standard Command Detector Unit is integrated into the STM, along with a codeblock processor and a hardware command decoder. The decoded command codeblocks are output to the spacecraft command/data subsystem. Virtual Channel 0 (VC-0) (hardware) commands are processed and output as critical controller (CRC) commands. Downlink telemetry is received from the spacecraft data subsystem as telemetry frames. The STM provides the following downlink coding options: the standard CCSDS (7-1/2) convolutional coding, ReedSolomon coding with interleave depths one and five, (15-1/6) convolutional coding, and Turbo coding with rates 1/3 and 1/6. The downlink symbol rates can be linearly ramped to match the G/T curve of the receiving station, providing up to a 1 dB increase in data return. Data rates range from 5 bits per second (bps) to 24 Mbps, with three modulation modes provided: modulated subcarrier (3 different frequencies provided), biphase-L modulated direct on carrier, and Offset QPSK. Also, the capability to generate one of four non-harmonically related telemetry beacon tones is provided, to allow for a simple spacecraft status monitoring scheme for cruise phases of missions. Three ranging modes are provided: standard turn around ranging, regenerative pseudo-noise (PN) ranging, and Differential One-way Ranging (DOR) tones. The regenerative ranging provides the capability of increasing the ground received ranging SNR by up to 30 dB. Two different avionics interfaces to the command/data subsystem's data bus are provided: a MIL STD 1553B bus or an industry standard PCI interface. Digital interfaces provide the capability to control antenna selection (e.g., switching between high gain and low gain antennas) and antenna pointing (for future steered Ka-band antennas).

Berner, Jeff B.↗
NASA NTRS1974

Operations analysis (study 2.1): Shuttle upper stage software requirements

An investigation of software costs related to space shuttle upper stage operations with emphasis on the additional costs attributable to space servicing was conducted. The questions and problem areas include the following: (1) the key parameters involved with software costs; (2) historical data for extrapolation of future costs; (3) elements of the basic software development effort that are applicable to servicing functions; (4) effect of multiple servicing on complexity of the operation; and (5) are recurring software costs significant. The results address these questions and provide a foundation for estimating software costs based on the costs of similar programs and a series of empirical factors.

Wolfe, R. R.↗
NASA NTRS1984

On-orbit spacecraft/stage servicing during STS life cycle

A comprehensive and repesentative set of shuttle payloads was identified for shuttle and space station servicing missions. The classes of servicing functions were determined and the general servicing support required for the set of referenced spacecraft was allocated. A candidtate strawman space station was depicted from a synthesis of space station concepts derived from NASA space station architecture studies done by eight contractors. The shuttle servicing hardware and kits were identified and their applicability in transitioning servicing capability to the space station was evaluated.

Source record↗
NASA NTRS1994

SLR 2000

SLR 2000 is a concept for a totally automated subcentimeter SLR system presently being studied at GSFC. If funding permits, a prototype would be installed and tested at the Goddard Geophysical and Astronomical Observatory (GCAO) in FY98 and a small number of automated stations would be fielded by the year 2000. Unlike present systems, the "SLR 2000" system is being designed to: 1) operate autonomously without the need for onsite operators; 2) present no hazards (i.e., optical, electrical, and/or chemical) to personnel in the vicinity or to overflying aircraft; and 3) have a mean time between failures (MTBF) of at least three months. It is assumed that the systems are located at "friendly" sites where some level of security is provided and where certain low level service functions (e.g. commercial power, communications, heat pump service cleaning, etc.) are available or can be contracted for locally on an as-needed basis. The main system consists of two parts - an optical head and electronics rack. The optical head contains the laser transmitter and power supply, transmit/receive switch, optical telescope, tracking angle sensor (intensified CCD camera), detector and power supply, two angular encoders, azimuth and elevation motors, and a protective dome. The optical head mounts directly to the top of a concrete pier which contains the geodetic monument and forms part of the environmental housing for the hardware and servicing personnel. It is equipped with electronic levels for leveling the mount and monitoring its stability.

Degnan, John J.↗
NASA NTRS1989

Standard services for the capture, processing, and distribution of packetized telemetry data

Standard functional services for the capture, processing, and distribution of packetized data are discussed with particular reference to the future implementation of packet processing systems, such as those for the Space Station Freedom. The major functions are listed under the following major categories: input processing, packet processing, and output processing. A functional block diagram of a packet data processing facility is presented, showing the distribution of the various processing functions as well as the primary data flow through the facility.

Stallings, William H.↗
NASA NTRS2000

The NASA Spacecraft Transponding Modem

A new deep space transponder is being developed by the Jet Propulsion Laboratory for NASA. The Spacecraft Transponding Modem (STM) implements standard transponder functions and some of the command and telemetry channel service functions that have resided in spacecraft Command/Data Subsystems.

Transponder↗