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Advanced Capabilities for Emergency Response Operations (ACERO)

The Advanced Capabilities for Emergency Response Operations (ACERO) project is expected to develop, integrate, demonstrate, and transition to operations, evolving aviation technologies from NASA and industry to identify, monitor, and suppress wildland fires as a means to enhance safety, improve operational efficiency, and prevent economic loss. Some of the concepts ACERO explores are: wildfire airspace mangement to improve safety and resource utilization during a disaster, applying new aviation technologies to improve safety and demonstrate new mission-support capabilities, second-shift operations to enable progress towards 24/7 aerial response, and the integration of capabilities across NASA's Aeronautics Research, Science, and Space Technology mission directorates to enable expanded and scalable operations. Realizing this vision is expected to bring positive impact to such areas as: consistency of technology adoption through a unified concept of operations, airspace coordination and deconfliction that integrates portable solutions and enables diverse operations, remote sensing and data fusion for modeling and predictions that support in-time decision making, aircraft technologies for hazard avoidance and state management, and increased response capabilities through persistent communications and surveillance. ACERO continues the research begun under the Scalable Traffic Management for Emergency Response Operations (STEReO) activity, which brings together several technologies in Unmanned Aircraft Systems (UAS) Traffic Management (UTM), Autonomy, Communications, Human Factors, and Domain Expertise & Tools, aimed at providing scalability and flexibility, as well as operational resiliency to dynamic changes during a disaster event. Some of the concepts STEReO explores are: collaborative tools to ingest remote sensing information and distribute a common mission operating picture, apply ad-hoc communication networks to facilitate timely information sharing and communication of changes, vehicle-to-vehicle and onboard autonomy technologies ensure the safety and resiliency of operations, and apply NASA’s UAS traffic management system (UTM) as a public safety UAS Service Supplier (USS) to access and coordinate use of the airspace by both manned and unmanned operations. The potential benefits of STEReO include: standardized, cross-platform communication means increased interoperability and ease of cooperation/collaboration, increased situation awareness and common operating picture allow for earlier detection and decision making, and scalable to size and complexity of environment, operations, and mission objectives. This presentation gives an informational overview of the ACERO and STEReO projects to the Council of Western State Foresters (CWSF) Western State Fire Managers (WSFM) Committee.

emergency response operations↗

Customer premise service study for 30/20 GHz satellite system

Satellite systems in which the space segment operates in the 30/20 GHz frequency band are defined and compared as to their potential for providing various types of communications services to customer premises and the economic and technical feasibility of doing so. Technical tasks performed include: market postulation, definition of the ground segment, definition of the space segment, definition of the integrated satellite system, service costs for satellite systems, sensitivity analysis, and critical technology. Based on an analysis of market data, a sufficiently large market for services is projected so as to make the system economically viable. A large market, and hence a high capacity satellite system, is found to be necessary to minimize service costs, i.e., economy of scale is found to hold. The wide bandwidth expected to be available in the 30/20 GHz band, along with frequency reuse which further increases the effective system bandwidth, makes possible the high capacity system. Extensive ground networking is required in most systems to both connect users into the system and to interconnect Earth stations to provide spatial diversity. Earth station spatial diversity is found to be a cost effective means of compensating the large fading encountered in the 30/20 GHz operating band.

Milton, R. T.↗

Project EGRESS: Earthbound Guaranteed Reentry from Space Station. the Design of an Assured Crew Recovery Vehicle for the Space Station

Unlike previously designed space-based working environments, the shuttle orbiter servicing the space station will not remain docked the entire time the station is occupied. While an Apollo capsule was permanently available on Skylab, plans for Space Station Freedom call for a shuttle orbiter to be docked at the space station for no more than two weeks four times each year. Consideration of crew safety inspired the design of an Assured Crew Recovery Vehicle (ACRV). A conceptual design of an ACRV was developed. The system allows the escape of one or more crew members from Space Station Freedom in case of emergency. The design of the vehicle addresses propulsion, orbital operations, reentry, landing and recovery, power and communication, and life support. In light of recent modifications in space station design, Project EGRESS (Earthbound Guaranteed ReEntry from Space Station) pays particular attention to its impact on space station operations, interfaces and docking facilities, and maintenance needs. A water-landing medium-lift vehicle was found to best satisfy project goals of simplicity and cost efficiency without sacrificing safety and reliability requirements. One or more seriously injured crew members could be returned to an earth-based health facility with minimal pilot involvement. Since the craft is capable of returning up to five crew members, two such permanently docked vehicles would allow a full evacuation of the space station. The craft could be constructed entirely with available 1990 technology, and launched aboard a shuttle orbiter.

Source record↗

A Notional Artemis Lunar Surface Exploration Package (ArLSEP) based on the Gandalf Staff Platform

Introduction: The Artemis program is planning to deliver crew and cargo to the lunar surface, but there is no current package for supporting lunar in-struments and experiments similar to the Apollo Lunar Surface Exploration Package (ALSEP). This abstract provides a possible concept for such a package using the Gandalf Staff Platform as a common core. Gandalf Staff: The Gandalf Staff is an early prototype system developed over FY’21/FY’22 using NASA Science Technology Mission Directorate (STMD) Center Information Fund (CIF) grants to de-sign, build and test “proof-of-concept” components. These components include a 24v battery powered monopole that powers a suite of subsystems, including a Graphical User Interface (GUI) for crew, surface voice and data communications, Lunar Search and Rescue (LunaSAR) navigation and communications, LiDAR, field site external lighting, 360-degree camera, and a geothermal instrument for measuring sub-surface temperature gradient. The staff can be carried independently by an Extra-Vehicular Activity (EVA) astronaut, or can be mounted into a tripod for “hands free” support at a surface site being investigated. The staff can be attached to an external solar array and power storage system for long-duration operations. [1,2] ALSEP: An ASLEP flew on each mission Apollo 12 to Apollo 17. For Apollo 11, a simplified packaged called the Early Apollo Scientific Experiments Pack-age (EASEP) was flown. Each package included a “Central Station” that provided the power and communications connected to a variety of instruments and sensors. The power was provided by a Radioisotope Thermoelectric Generator (RTG) fueled by Plutoni-um-238 generating 70 watts of power (initially, decayed over time) [3]. The communications system provide for direct to Earth data transfer from the lunar surface. Each pack-age was stowed externally in the Lunar Module (LM) Scientific Equipment (SEQ) bay with a mass up to 163 kg (Apollo 17). The crew unloaded the ALSEP from the LM and deployed the instruments on the lunar surface. Although designed to operate for only 1 year, many sites operated for up to 8 years successfully [4]. The Active Seismic Experiment (ASE) included 3 geophones for detecting seismic waves created by mortars and thumpers deployed by the crew. Other active experiments measured the lunar atmosphere, the heat flow in the subsurface, the lunar gravity and potential gravity waves, the lunar magnetic field, the solar wind and plasma interactions in cislunar space. Passive experiments included collectors for dust and cosmic rays, and retroreflectors for precise measurements of distance using a laser from Earth. The ALSEP program continues to generate insights into lunar formation and evolution. ArLSEP Concepts: The lunar surface science package for the Artemis program will hopefully exceed the capability of the ALSEP. There are multiple issues for discussion leading to the design of a new ArLSEP, needing requirements definition from the science community, NASA mission architecture, and NASA budget planners. 1. Delivery Mechanism Two possible projects currently provide capability to deliver scientific cargo to the lunar surface: 1) the Commercial Lunar Payload Services (CLPS) [5] and the Human Landing System (HLS) [6, 7]. Each project is controlled by a different organization within NASA and budgeted with different criteria although both support lunar exploration. The HLS system delivers crew (and potentially cargo) to human landing sites. If an ArLSEP is “predeployed” to such a site, the design must include power (either from the vehicle or independently) to keep the electronics functioning until deployed by the crew. If an ArLSEP is delivered on a vehicle after the crew is present on the lunar surface, safety protocols require adequate distance from the humans for impact from descent propelled sur-face regolith ejecta. This distance can not exceed the capability of the crew to walk (if no rover) to the vehicle for ArLSEP deployment. 2. Overall Guidelines The general design of ArLSEP will likely follow the ALSEP with a common system for communications and power; however, significant architecture differences between Apollo and Artemis exist. Power: The RTG will not be available for early Artemis missions nor likely follow-on Lunar Exploration Transportation Services (LETS) missions [8]. Thus, ArLSEP power must be supplied by solar arrays with sufficient battery capability to “keep alive” necessary electronics during any lunar surface eclipse period. Communication: The Artemis program is developing a series of communications satellites for lunar orbit to provide surface transmission of data and voice to Earth. Called “LunaNET”, this network is component useful for ArLSEP since south polar locations may not always have direct “line-of-sight” to Earth [9]. 3. Concept of Operations (ConOps) The general ConOps for ArLSEP is to deliver the package to lunar surface before the crew arrives, and then have the crew deploy the package after some period of time. This requires coordinated design (for power systems) and launch window (for schedule) on both the cargo and crew missions. Once the ArLSEP is deployed, it will operate autonomously for a number of years. It should be designed to be EVA compatible for crew maintenance and upgrade. 4. Notional Design (for discussion purpose only) The landing site near the South Pole is expected to have no eclipse cycle exceeding 5 days, so the “keep alive” power is 144 hours (6 days to include margin). A 12v ArLSEP will use rechargeable LiFePO4 cells, which are common in the Electric Vehicle (EV) industry. With a current of 5 amps and a 125 watt system, the mass is about 90kg. The comm. system and structure adds another 10kg, thus the “Central Station” is approximately 100kg. The solar power is collected on four arrays (each 2m above the surface), and the entire ArLSEP is designed to stow in a 2m x 1m x 1m volume. The experiment and instrument design will vary for each installation and add mass to the total (although they are expected to fit within the 2m3 volume). Seismic wave generation will likely not be provided with mortars, thus an electric “thumper” will be required. Active instruments such as imaging systems and sensing instruments will benefit from the additional power and communication capability provided by ArLSEP. Passive systems such as retroreflectors, witness plates, and cosmic dust collectors can be added to either the landing vehicle and/or the ArLSEP. With repeated HLS missions to the same human site, the ArLSEP can be expanded and easily maintained for long duration science collection on the lunar surface.

ALSEP↗

Impacts of Extreme Events on Human Health

Increased Exposure to Extreme Events Key Finding 1: Health impacts associated with climate-related changes in exposure to extreme events include death, injury, or illness; exacerbation of underlying medical conditions; and adverse effects on mental health[High Confidence]. Climate change will increase exposure risk in some regions of the United States due to projected increases in the frequency and/or intensity of drought, wildfires, and flooding related to extreme precipitation and hurricanes [Medium Confidence].Disruption of Essential Infrastructure Key Finding 2: Many types of extreme events related to climate change cause disruption of infrastructure, including power, water, transportation, and communication systems, that are essential to maintaining access to health care and emergency response services and safeguarding human health [High Confidence].Vulnerability to Coastal Flooding Key Finding 3: Coastal populations with greater vulnerability to health impacts from coastal flooding include persons with disabilities or other access and functional needs, certain populations of color, older adults, pregnant women and children, low-income populations, and some occupational groups [High Confidence].Climate change will increase exposure risk to coastal flooding due to increases in extreme precipitation and in hurricane intensity and rainfall rates, as well as sea level rise and the resulting increases in storm surge.

floods↗

Wichita Climate II: Quantifying and Mapping Urban Heat to Inform Equitable and Sustainable Urban Planning Initiatives in Wichita, Kansas

Wichita, Kansas is experiencing a host of climate threats, particularly extreme heat manifested through Urban Heat Islands (UHI). Heat is unevenly distributed within cities due to factors such as income inequality, historical discriminatory practices like redlining, and divestment in neighborhoods of color. This leads to less vegetation and more heat-absorbing infrastructure in specific communities. Moreover, adverse effects of heat, including heat-related morbidity and mortality, disproportionately impact populations that experience vulnerability through social inequities and structural discrimination. Heat vulnerability is a combination of the factors of heat exposure, sensitivity, and adaptive capacity, and can be harnessed to guide urban heat interventions. This DEVELOP project partnered with the City of Wichita to understand the spatial distribution and drivers of UHIs and heat vulnerability indicators. The team modeled outcomes of tree cover interventions using Landsat 8’s Thermal Infrared Sensor (TIRS) and Operational Land Imager (OLI), Landsat 9 TIRS-2 and OLI-2, and the International Space Station’s Ecosystem Spaceborne Thermal Radiometer Experiment on the International Space Station (ECOSTRESS) sensor, along with the Integrated Valuation of Ecosystem Services and Tradeoffs (InVEST) Urban Cooling model. The team also leveraged statistical analysis by implementing principal component analysis to develop a heat vulnerability index (HVI) specific to Wichita. Ultimately, the project’s outputs will inform the City of Wichita’s Climate Adaptation and Mitigation Plan, identify priority areas for heat mitigation initiatives, and be used in public-facing communications to educate communities on the impacts of urban heat.

Environmental Justice↗

NASA Software Engineering Benchmarking Study

To identify best practices for the improvement of software engineering on projects, NASA's Offices of Chief Engineer (OCE) and Safety and Mission Assurance (OSMA) formed a team led by Heather Rarick and Sally Godfrey to conduct this benchmarking study. The primary goals of the study are to identify best practices that: Improve the management and technical development of software intensive systems; Have a track record of successful deployment by aerospace industries, universities [including research and development (R&D) laboratories], and defense services, as well as NASA's own component Centers; and Identify candidate solutions for NASA's software issues. Beginning in the late fall of 2010, focus topics were chosen and interview questions were developed, based on the NASA top software challenges. Between February 2011 and November 2011, the Benchmark Team interviewed a total of 18 organizations, consisting of five NASA Centers, five industry organizations, four defense services organizations, and four university or university R and D laboratory organizations. A software assurance representative also participated in each of the interviews to focus on assurance and software safety best practices. Interviewees provided a wealth of information on each topic area that included: software policy, software acquisition, software assurance, testing, training, maintaining rigor in small projects, metrics, and use of the Capability Maturity Model Integration (CMMI) framework, as well as a number of special topics that came up in the discussions. NASA's software engineering practices compared favorably with the external organizations in most benchmark areas, but in every topic, there were ways in which NASA could improve its practices. Compared to defense services organizations and some of the industry organizations, one of NASA's notable weaknesses involved communication with contractors regarding its policies and requirements for acquired software. One of NASA's strengths was its software assurance practices, which seemed to rate well in comparison to the other organizational groups and also seemed to include a larger scope of activities. An unexpected benefit of the software benchmarking study was the identification of many opportunities for collaboration in areas including metrics, training, sharing of CMMI experiences and resources such as instructors and CMMI Lead Appraisers, and even sharing of assets such as documented processes. A further unexpected benefit of the study was the feedback on NASA practices that was received from some of the organizations interviewed. From that feedback, other potential areas where NASA could improve were highlighted, such as accuracy of software cost estimation and budgetary practices. The detailed report contains discussion of the practices noted in each of the topic areas, as well as a summary of observations and recommendations from each of the topic areas. The resulting 24 recommendations from the topic areas were then consolidated to eliminate duplication and culled into a set of 14 suggested actionable recommendations. This final set of actionable recommendations, listed below, are items that can be implemented to improve NASA's software engineering practices and to help address many of the items that were listed in the NASA top software engineering issues. 1. Develop and implement standard contract language for software procurements. 2. Advance accurate and trusted software cost estimates for both procured and in-house software and improve the capture of actual cost data to facilitate further improvements. 3. Establish a consistent set of objectives and expectations, specifically types of metrics at the Agency level, so key trends and models can be identified and used to continuously improve software processes and each software development effort. 4. Maintain the CMMI Maturity Level requirement for critical NASA projects and use CMMI to measure organizations developing software for NASA. 5.onsolidate, collect and, if needed, develop common processes principles and other assets across the Agency in order to provide more consistency in software development and acquisition practices and to reduce the overall cost of maintaining or increasing current NASA CMMI maturity levels. 6. Provide additional support for small projects that includes: (a) guidance for appropriate tailoring of requirements for small projects, (b) availability of suitable tools, including support tool set-up and training, and (c) training for small project personnel, assurance personnel and technical authorities on the acceptable options for tailoring requirements and performing assurance on small projects. 7. Develop software training classes for the more experienced software engineers using on-line training, videos, or small separate modules of training that can be accommodated as needed throughout a project. 8. Create guidelines to structure non-classroom training opportunities such as mentoring, peer reviews, lessons learned sessions, and on-the-job training. 9. Develop a set of predictive software defect data and a process for assessing software testing metric data against it. 10. Assess Agency-wide licenses for commonly used software tools. 11. Fill the knowledge gap in common software engineering practices for new hires and co-ops.12. Work through the Science, Technology, Engineering and Mathematics (STEM) program with universities in strengthening education in the use of common software engineering practices and standards. 13. Follow up this benchmark study with a deeper look into what both internal and external organizations perceive as the scope of software assurance, the value they expect to obtain from it, and the shortcomings they experience in the current practice. 14. Continue interactions with external software engineering environment through collaborations, knowledge sharing, and benchmarking.

Rarick, Heather L.↗

Program on application of communications satellites to educational development

Interdisciplinary research in needs analysis, communications technology studies, and systems synthesis is reported. Existing and planned educational telecommunications services are studied and library utilization of telecommunications is described. Preliminary estimates are presented of ranges of utilization of educational telecommunications services for 1975 and 1985; instructional and public television, computer-aided instruction, computing resources, and information resource sharing for various educational levels and purposes. Communications technology studies include transmission schemes for still-picture television, use of Gunn effect devices, and TV receiver front ends for direct satellite reception at 12 GHz. Two major studies in the systems synthesis project concern (1) organizational and administrative aspects of a large-scale instructional satellite system to be used with schools and (2) an analysis of future development of instructional television, with emphasis on the use of video tape recorders and cable television. A communications satellite system synthesis program developed for NASA is now operational on the university IBM 360-50 computer.

Morgan, R. P.↗

Emergency medical services

When NASA was established in 1958, it was known that space flight would require efforts beyond those of NASA to ensure the health and safety of our astronauts. On 10 Aug. 1958, a Secretary of Defense memorandum was signed that assigned the first Department of Defense (DOD) Manager to provide support to NASA for Project Mercury. This established a chain of command through the Joint Chiefs of Staff to the Secretary of Defense. The current charter is dated 19 Mar. 1986 and assigns the DOD Manager responsibilities to the Commander and Chief, US Space Command. The DOD Managers charter has many support areas and among them are recovery of astronauts and medical support. Today these efforts support the Space Shuttle and Space Station Programs. Briefly, the program works with each organization tasking the other through a requirements document. Level of care, communications, and recovery requirements are established; NASA and the DOD provide the capability to meet them. NASA is also responsible for the specialized training and equipment needed to meet these requirements. A Shuttle launch a KSC requires an Emergency Medical Services (EMS) coordinator on console to facilitate communications, ensure proper coverage, and coordinate with area hospitals. A contingent of NASA medical personnel are assembled to provide triage and medical support capabilities. The DOD provides medical evacuation (MEDEVAC) helicopters with surgeons and pararescue specialists (PJ's) or emergency medical technicians (EMT's). Each helicopter is equipped with at least one doctor and one PJ/EMT per astronaut crew member. Transoceanic abort landing (TAL) sites and end of mission (EOM) sites have similar structures, with TAL sites utilizing fixed wingg aircraft for MEDEVAC. The DOD also supports contingency planning for the support and return of crew members from the Space Station Freedom. Much of this support has been directed at the recovery of crew members following the landing of an Assured Crew Return Vehicle.

Billica, Roger↗

A guide to NASA's Pilot Land Data System (PLDS)

NASA's Pilot Land Data System (PLDS) is a distributed information management system designed to support NASA's land science community. The PLDS provides a wide range of services including management of information about scientific data, access to a library of scientific data, a data ordering capability, communications, connection to data analysis facilities, and electronic mail. The PLDS provides these services by offering the scientist the capability to search for and order data, and to communicate electronically with other scientists and computers. Three functions enable scientists to find what data are available and where they reside. The first two, Find data summaries and Read detailed descriptions give summary and detailed descriptions about data sets or groups of related data sets, science, projects, and institutions which archive land data. The third, gives information about specific pieces of data. This last function has two components, Search systemwide inventory and Search local inventory. The first component enables the user to find data elements (images, geological samples, transects, maps, etc.) that exist anywhere in the PLDS while the second has only information about data at the local site. The first enables the user to find pieces of data from several different data sets with the same temporal and spatial coverage and other elements common to most data sets, while the second allows the user to select a data set based on these descriptors and on those that are unique to a data set. The PLDS provides capabilities that enable electronic file transfers, intercomputer connection, and electronic mail. Both TCP/IP and DECnet protocols are supported via the NASA Science Internet (NIS). Access is also available through Telenet.

Source record↗

Space Station Workshop: Commercial Missions and User Requirements

The topics of discussion addressed during a three day workshop on commercial application in space are presented. Approximately half of the program was directed towards an overview and orientation to the Space Station Project; the technical attributes of space; and present and future potential commercial opportunities. The remaining time was spent addressing technological issues presented by previously-formed industry working groups, who attempted to identify the technology needs, problems or issues faced and/or anticipated by the following industries: extraction (mining, agriculture, petroleum, fishing, etc.); fabrication (manufacturing, automotive, aircraft, chemical, pharmaceutical and electronics); and services (communications, transportation and retail robotics). After the industry groups presented their technology issues, the workshop divided into smaller discussion groups composed of: space experts from NASA; academia; industry experts in the appropriate disciplines; and other workshop participants. The needs identified by the industry working groups, space station technical requirements, proposed commercial ventures and other issues related to space commercialization were discussed. The material summarized and reported are the consensus from the discussion groups.

Source record↗

First NASA Aviation Safety Program Weather Accident Prevention Project Annual Review

The goal of this Annual Review was to present NASA plans and accomplishments that will impact the national aviation safety goal. NASA's WxAP Project focuses on developing the following products: (1) Aviation Weather Information (AWIN) technologies (displays, sensors, pilot decision tools, communication links, etc.); (2) Electronic Pilot Reporting (E-PIREPS) technologies; (3) Enhanced weather products with associated hazard metrics; (4) Forward looking turbulence sensor technologies (radar, lidar, etc.); (5) Turbulence mitigation control system designs; Attendees included personnel from various NASA Centers, FAA, National Weather Service, DoD, airlines, aircraft and pilot associations, industry, aircraft manufacturers and academia. Attendees participated in discussion sessions aimed at collecting aviation user community feedback on NASA plans and R&D activities. This CD is a compilation of most of the presentations presented at this Review.

Colantonio, Ron↗

Abrstract - OnePlace Redesign Spring 2020 Internship

The project I worked on was the OnePlace Redesign. In that, I converted the OnePlace home page to the Service Portal to match NASA OnePlace’s current application design standards, I was able to allow users to easily find applications in OnePlace and I was able to allow users to easily find and request OnePlace services (new app development, new knowledge base, etc.). It was a major accomplishment to be able to remodel a website that soon the entire Langley center that uses OnePlace will use. The website was made through ServiceNow’s Service Portal, and I organized the applications like never before, allowed a clear styling to applications a user does not have access to and/or are new applications, browsing of applications with clear button divisions, and allowing for different options depending if app is accessible or not, with proper error checking in place and very-well documented code. It was amazing to incorporate all this logic into one widget so that whoever wants to utilize this feature has no trouble at all to do so. The 3 most important things I learned were being able to do this work within ServiceNow, as it is such an important enterprise platform for CRM and boosting the connected workforce of NASA, incorporate built-in APIs from ServiceNow Glide Records to connect Server Scripts to Client Scripts and HTML, and be able to use agile to get another experience of managing work capacity with stories, and having proper communication with the team if every feature is done correctly and steps for continuing forward. The part that I enjoyed the most was the training I did for ServiceNow and I freedom I had to experiment to see how to structure the Service Portal. I was not tied down, and I believe this allowed for a better outcome of the product. As part of the internship, I created a very in-depth design document with the help of my team to document the project goals before it was started and technical documentation (including the design document) summarizing the final result of the product in terms of the new features added and the explanation of the logic thoroughly so that anyone can understand the project easily. The technical documentation will be published as a Knowledge Article within OnePlace Knowledge Base documentation.

Ariel Wald↗

Integrated Test and Evaluation Flight Test 3 Flight Test Plan

The desire and ability to fly Unmanned Aircraft Systems (UAS) in the National Airspace System (NAS) is of increasing urgency. The application of unmanned aircraft to perform national security, defense, scientific, and emergency management are driving the critical need for less restrictive access by UAS to the NAS. UAS represent a new capability that will provide a variety of services in the government (public) and commercial (civil) aviation sectors. The growth of this potential industry has not yet been realized due to the lack of a common understanding of what is required to safely operate UAS in the NAS. NASA's UAS Integration into the NAS Project is conducting research in the areas of Separation Assurance/Sense and Avoid Interoperability, Human Systems Integration (HSI), and Communication to support reducing the barriers of UAS access to the NAS. This research is broken into two research themes namely, UAS Integration and Test Infrastructure. UAS Integration focuses on airspace integration procedures and performance standards to enable UAS integration in the air transportation system, covering Sense and Avoid (SAA) performance standards, command and control performance standards, and human systems integration. The focus of Test Infrastructure is to enable development and validation of airspace integration procedures and performance standards, including the integrated test and evaluation. In support of the integrated test and evaluation efforts, the Project will develop an adaptable, scalable, and schedulable relevant test environment capable of evaluating concepts and technologies for unmanned aircraft systems to safely operate in the NAS. To accomplish this task, the Project will conduct a series of Human-in-the-Loop and Flight Test activities that integrate key concepts, technologies and/or procedures in a relevant air traffic environment. Each of the integrated events will build on the technical achievements, fidelity and complexity of the previous tests and technical simulations, resulting in research findings that support the development of regulations governing the access of UAS into the NAS.

Unmanned↗

UAS Integration in the NAS Project: Integrated Test and Evaluation (IT&E) Flight Test 3

The desire and ability to fly Unmanned Aircraft Systems (UAS) in the National Airspace System (NAS) is of increasing urgency. The application of unmanned aircraft to perform national security, defense, scientific, and emergency management are driving the critical need for less restrictive access by UAS to the NAS. UAS represent a new capability that will provide a variety of services in the government (public) and commercial (civil) aviation sectors. The growth of this potential industry has not yet been realized due to the lack of a common understanding of what is required to safely operate UAS in the NAS. NASA's UAS Integration into the NAS Project is conducting research in the areas of Separation Assurance/Sense and Avoid Interoperability, Human Systems Integration (HSI), and Communication to support reducing the barriers of UAS access to the NAS. This research is broken into two research themes namely, UAS Integration and Test Infrastructure. UAS Integration focuses on airspace integration procedures and performance standards to enable UAS integration in the air transportation system, covering Sense and Avoid (SAA) performance standards, command and control performance standards, and human systems integration. The focus of Test Infrastructure is to enable development and validation of airspace integration procedures and performance standards, including the integrated test and evaluation. In support of the integrated test and evaluation efforts, the Project will develop an adaptable, scalable, and schedulable relevant test environment capable of evaluating concepts and technologies for unmanned aircraft systems to safely operate in the NAS. To accomplish this task, the Project will conduct a series of Human-in-the-Loop and Flight Test activities that integrate key concepts, technologies and/or procedures in a relevant air traffic environment. Each of the integrated events will build on the technical achievements, fidelity and complexity of the previous tests and technical simulations, resulting in research findings that support the development of regulations governing the access of UAS into the NAS.

interoperability↗

NASA's Efforts to Commercialize Communications Services for Mission in Near-Earth Space

The National Aeronautics and Space Administration (NASA) Space Communications and Navigation (SCaN)Program enables high speed, robust, secure and cost-effective space communications and navigation services to current and future science and exploration missions. Consistent with National Space Policy, NASA is pursuing the use of demonstrated commercial services for all its future near-Earth requirements through a flexible, multi-provider approach that minimizes risks to the user missions and ensures costs to user missions are reasonable. Progress toward this goal is advancing in multiple key areas including direct to Earth (DTE), space-based relay, technology investments, required spectrum regulatory changes and mission engagement and infusion. The transition to commercial DTE services is already underway, with a target for transition by 2024. The primary functions to execute SCaN’s DTE strategy include increasing commercial service allocations by leveraging current commercial network providers and enabling seamless onboarding of additional providers into the network. Furthermore, moving away from government DTE services will allow operational costs to be optimized. A more gradual approach is planned for the transition to commercial space-based relay services to allow for demonstration and operationalization of commercial services for future users by 2030. In June of 2022, six American SATCOM vendors were awarded a combined $278.5 million through Funded Space Act Agreements (FSAAs) for the first cycle of demonstration and validation activities. The end-to-end service capabilities being targeted are based on existing NASA mission operational needs. Accordingly, each company has proposed a technical approach to lower costs, increase flexibility, and improve performance for a broad range of missions. Successful user mission transition to commercial services, both DTE and space-based relay, are dependent on the technologies and capabilities that address gaps in commercial capability. NASA is investing in technology development and pursuing a new strategic approach to the creation or adoption of space communications standards to move the agency toward a commercial paradigm. Wideband and multi-lingual user terminals are being developed to bridge differences in industry services. Building on ground demonstrations completed in 2021, the Johns Hopkins Applied Physics Lab (APL) will be flight testing a multi-lingual wideband terminal (payload) and demonstrating connectivity to both government and commercial relay services. NASA holds a leadership role in multiple civil space standards bodies and international coordination groups to ensure that standards supporting interoperability are developed with defined functions, interfaces, and performance. However, to successfully meet commercialization objectives, NASA seeks to collaborate with industry, and as applicable adopt or adapt to commercially defined standards. As such, NASA joined the 3rd Generation Partnership Project (3GPP) as an official member in 2021 to advocate for the inclusion of space missions as a unique user segment in future 5G non-terrestrial networks, and to better understand the scope of 3GPP releases and implications for space users. Further, engagement in Spectrum regulatory bodies is being undertaken to augment existing space-Earth and inter-satellite frequency allocations available for both government and commercial space systems. This paper addresses the recent progress toward NASA’s commercial space communications transition objectives and how key challenges are being navigated.

Gregory W Heckler↗

Space Communications and Navigation

This project investigates upgrading multiple areas with MTRS equipment at McMurdo and at White Sands, to raise its efficiency in supporting the Soil Moisture Active Passive (SMAP) mission and future high data rate missions.This study is important because improving MTRS may significantly reduce costs and prevent the possibility of an unplanned long downtime. MTRS has difficulty supporting the SMAP mission because of the availability of TDRS. When TDRS is unavailable, the passes must be moved to an expensive commercial service. Coverage analysis of the MTRS and TDRS is shown in this presentation.

Butler, David A.↗

An overview of SAFENET and its implications for aerospace applications

The survivable, adaptable fiber optic embeddable network (SAFENET) is a draft standard for local area networking (LAN) developed by the Navy which, when adopted, will become a military standard. The standard is being developed for procurement specifications of computer resources to be used on ships and aircraft and has some of the real-time concerns that network standards for space vehicles have. Architecture and survivability are considered. It is noted that the token-ring LAN must implement the IEEE 802.5 recommended practice for dual ring reconfiguration, which is currently being reviewed for inclusion into the IEEE standard. A trunk coupling unit is used at each station to isolate a station from the ring in case of failure. Up to five stations can be bypassed in this fashion. Communication architecture has an OSI profile but differs from the standard concept of the seven layers by allowing alternate suits and breaking the layers into three groupings of services to allow for physical interfacing. It also provides several paths, even if only one profile is used. Management and synchronization protocols are discussed and security issues are addressed. Implications for aerospace applications are considered and it is projected that interoperability with the Navy and other U.S. Government systems may require SAFENET specifications for NASA systems.

Collins, George C.↗