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Aerospace Systems Design in NASA's Collaborative Engineering Environment

Past designs of complex aerospace systems involved an environment consisting of collocated design teams with project managers, technical discipline experts, and other experts (e.g. manufacturing and systems operations). These experts were generally qualified only on the basis of past design experience and typically had access to a limited set of integrated analysis tools. These environments provided less than desirable design fidelity, often lead to the inability of assessing critical programmatic and technical issues (e.g., cost risk, technical impacts), and generally derived a design that was not necessarily optimized across the entire system. The continually changing, modern aerospace industry demands systems design processes that involve the best talent available (no matter where it resides) and access to the best design and analysis tools. A solution to these demands involves a design environment referred to as collaborative engineering. The collaborative engineering environment evolving within the National Aeronautics and Space Administration (NASA) is a capability that enables the Agency's engineering infrastructure to interact and use the best state-of-the-art tools and data across organizational boundaries. Using collaborative engineering, the collocated team is replaced with an interactive team structure where the team members are geographically distributed and the best engineering talent can be applied to the design effort regardless of physical location. In addition, a more efficient, higher quality design product is delivered by bringing together the best engineering talent with more up-to-date design and analysis tools. These tools are focused on interactive, multidisciplinary design and analysis with emphasis on the complete life cycle of the system, and they include nontraditional, integrated tools for life cycle cost estimation and risk assessment. NASA has made substantial progress during the last two years in developing a collaborative engineering environment. NASA is planning to use this collaborative engineering infrastructure to provide better aerospace systems life cycle design and analysis, which includes analytical assessment of the technical and programmatic aspects of a system from "cradle to grave." This paper describes the recent NASA developments in the area of collaborative engineering, the benefits (realized and anticipated) of using the developed capability, and the long-term plans for implementing this capability across the Agency.

Monell, Donald W.↗

Applications of Satellite Data to Support Improvements in Irrigation and Groundwater Management in California

In agricultural regions around the world, threats to water supplies from drought and groundwater depletion are driving increased demand for tools to advance agricultural water use efficiency and support sustainable groundwater management. Satellite mapping of evapotranspiration (ET) from irrigated agricultural lands can provide agricultural producers and water resource managers with information that can be used to both optimize ag water use and improve estimates of groundwater withdrawals for irrigation. We describe the development of two remote sensing-based tools for ET mapping in California, including important lessons in terms of system design, partnership development, and transition to operations. For irrigation management, the integration of satellite data and surface sensor networks to provide timely delivery of information on crop water requirements can make irrigation scheduling more practical, convenient, and accurate.Developed through a partnership between NASA and the CA Department of Water Resources, the Satellite Irrigation Management Support (SIMS) framework integrates satellite data with information from agricultural weather networks to map crop canopy development and crop water requirements at the scale of individual fields. Information is distributed to agricultural producers and water managers via a web-based interface and web data services. SIMS also provides an API that facilitates integration with other irrigation decision support tools, such as CropManage and IrriQuest. Field trials using these integrated tools have shown that they can be used to sustain yields while improving water use efficiency and nutrient management. For sustainable groundwater management, the combination of satellite-derived estimates of ET and data on surface water deliveries for irrigation can increase the accuracy of estimates of groundwater pumping. We are developing an OpenET platform to facilitate access to ET data from multiple models and accelerate operational use of ET data in support of a range of water management applications, including implementation of the Sustainable Groundwater Management Act in CA. By providing a shared basis for decision making, we anticipate that the OpenET platform will accelerate implementation of solutions for sustainable groundwater management.

Satellite↗

Journal of Air Transportation, Volume 8, No. 2

The mission of the Journal of Air Transportation (JAT) is to provide the global community immediate key resource information in all areas of air transportation. This journal contains articles on the following:Fuel Consumption Modeling of a Transport Category Aircraft: A FlightOperationsQualityAssurance (F0QA) Analysis;Demand for Air Travel in the United States: Bottom-Up Econometric Estimation and Implications for Forecasts by Origin and Destination Pairs;Blind Flying on the Beam: Aeronautical Communication, Navigation and Surveillance: Its Origins and the Politics of Technology: Part I1 Political Oversight and Promotion;Blind Flying on the Beam: Aeronautical Communication, Navigation and Surveillance: Its Origins and the Politics of Technology: Part 111: Emerging Technologies;Ethics Education in University Aviation Management Programs in the US: Part Two B-Statistical Analysis of Current Practice;Integrating Human Factors into the Human-computer Interface: and How Best to Display Meteorological Information for Critical Aviation Decision-making and Performance.

Bowen, Brent↗

A Discussion of Oxygen Recovery Definitions and Key Performance Parameters for Closed-Loop Atmosphere Revitalization Life Support Technology Development

Over the last 55 years, NASA has evolved life support for crewed space exploration vehicles from simple resupply during Project Mercury to the complex and highly integrated system of systems aboard the International Space Station. As NASA targets exploration destinations farther from low Earth orbit and mission durations of 500 to 1000 days, life support systems must evolve to meet new requirements. In addition to having more robust, reliable, and maintainable hardware, limiting resupply becomes critical for managing mission logistics and cost. Supplying a crew with the basics of food, water, and oxygen become more challenging as the destination ventures further from Earth. Aboard ISS the Atmosphere Revitalization Subsystem (ARS) supplies the crew's oxygen demand by electrolyzing water. This approach makes water a primary logistics commodity that must be managed carefully. Chemical reduction of metabolic carbon dioxide (CO2) provides a method of recycling oxygen thereby reducing the net ARS water demand and therefore minimizing logistics needs. Multiple methods have been proposed to achieve this recovery and have been reported in the literature. However, depending on the architecture and the technology approach, "oxygen recovery" can be defined in various ways. This discontinuity makes it difficult to compare technologies directly. In an effort to clarify community discussions of Oxygen Recovery, we propose specific definitions and describe the methodology used to arrive at those definitions. Additionally, we discuss key performance parameters for Oxygen Recovery technology development including challenges with comparisons to state-of-the-art.

Abney, Morgan B.↗

RAID 7 disk array

Each RAID level reflects a different design architecture. Associated with each is a backdrop of imposed limitations, as well as possibilities which may be exploited within the architectural constraints of that level. There are three unique features that differentiate RAID 7 from all other levels. RAID 7 is asynchronous with respect to usage of I/O data paths. Each I/O drive (includes all data and one parity drives) as well as each host interface (there may be multiple host interfaces) has independent control and data paths. This means that each can be accessed completely, independently, of the other. This is facilitated by a separate device cache for each device/interface as well. RAID 7 is asynchronous with respect to device hierarchy and data bus utilization. Each drive and each interface is connected to a high speed data bus controlled by the embedded operating system to make independent transfers to and from central cache. RAID 7 is asynchronous with respect to the operation of an embedded real time process oriented operating system. This means that exclusive and independent of the host, or multiple host paths, the embedded OS manages all I/O transfers asynchronously across the data and parity drives. A key factor to consider is that of the RAID 7's ability to anticipate and match host I/O usage patterns. This yields the following benefits over RAID's built around micro-code based architectures. RAID 7 appears to the host as a normally connected Big Fast Disk (BFD). RAID 7 appears, from the perspective of the individual disk devices, to minimize the total number of accesses and optimize read/write transfer requests. RAID 7 smoothly integrates the random demands of independent users with the principles of spatial and temporal locality. This optimizes small, large, and time sequenced I/O requests which results in users having an I/O performance which approaches performance to that of main memory.

Stout, Lloyd↗

Designing for Advanced Aerial Mobility: Human-Autonomy Teaming and In-Time System-Wide Safety Assurance

The continued growth of aviation shall require new innovative technologies and operational concepts to meet the ever-increasing demands on air transportation. The NASA Advanced Air Mobility (AAM) project focuses on emerging aviation markets, such as Urban Air Mobility (UAM). UAM is defined as “...a safe and efficient system for air passenger and cargo transportation within an urban area. It is inclusive of small package delivery and other urban unmanned aerial system services and supports a mix of onboard/ground-piloted and increasingly autonomous operations” ([1]). The AAM project emphasizes technology development and validating system-level concepts and solutions in coordination with other NASA Aeronautics Research Mission Directorate (ARMD) projects to enable UAM metro- and micro-plex vertiport and airspace concepts of operations. The NASA AAM research portfolio includes the concepts of Remote Supervisor-in-Command (RSC) and Fleet and Airspace Manager (FAM) as possible human roles for consumer fleet providers. NASA research in RSC is focused on development of guidelines and standards for remote pilots/operators passively and actively controlling a large fleet of autonomous aircraft. For FAM, flight and ground system concepts and technologies to enable high density homogeneous operations at increased scale from vertiport(s), and coordination with other humans in the systems (e.g., UAM urban airspace manager, Air Traffic Control) are key research areas. The envisioned UAM operations are posited to require autonomous systems to enable functions ranging from fleet and resource management to vehicle control. Although automation has become increasingly sophisticated and ubiquitous in civil aviation, autonomy represents a significant evolution in automation, which has generally been limited in functional scope and capability. As autonomy takes on increasing responsibilities, humans and machines will be required to work together in new and different ways [2], rather than traditional design approaches focused on how machines (i.e., autonomy) can do the work of people. The emerging field of human-autonomy teaming (HAT) represents a comprehensive and prioritized research-driven approach to enable the success of future emerging aviation market applications through capabilities and principles that facilitate humans and machine working and thinking better together. The NASA Transformational Tools and Technologies (TTT) Autonomous System (AS) Sub-project was created to assist with the transition into higher levels of autonomy to enable new modes of air transportation, such as UAM. TTT-AS has identified HAT as a key research need to enable UAM while maintaining today’s ultra-safe aviation system safety levels. The latter challenge has been taken up by the NASA System-Wide Safety (SWS) Project, which recognizes that aviation safety, as it evolves, shall require new ways of thinking about safety to include integration of a wide-range of existing and new safety systems and practices, enhanced tools and technologies, increased access to data and data fusion, improved data analysis capabilities, enhanced in-time risk monitoring and detection, hazard prioritization and mitigation, safety assurance decision-support, and in-time integrated system analytics [3].The operational concept of UAM represents a variety of work that has been termed, “work-as-imagined” to characterize the idea that how people think that work is done and how work is actually done are often not the same [4]. To ensure design success and system safety, looking at “work-as-done” provides a comparative approach toward UAM concept and technology design through examination of corresponding analogs found today in aviation (e.g., on-demand operations) and other transportation domains (e.g., port operations). The paper shall discuss various alternative applications with specific focus on airline operation center (AOC) operations, and unmanned aerial system (UAS) command-and-control to inform scaled-versions of FAM and RSC, respectively, and with consideration of the national airspace system contextual environment. The tenets and principles of the HAT field and current NASA research efforts under the TTT-AS sub-project shall also be described. Finally, the SWS sub-project efforts to develop In-Time System-Wide Safety Assurance (ISSA) and In-Time Safety Management Systems (IASMS) are discussed in terms of how “in-time” safety assurance may be conceptualized for the on-demand mobility air taxi “work-as-imagined” operational concept [5]. As part of this effort, concepts from the emerging field of resilience engineering, are being studied. Traditional approaches to aviation safety have focused on what can go wrong and how to prevent it. Another approach to thinking about system safety should reflect not only “avoiding things that go wrong” (protective safety) but also “ensuring that things go right” (productive safety), that enables a system to exhibit the resilient performance [6] necessary for the success of the future aviation system emerging concepts of operations. The paper shall describe efforts focused on how productive safety and resilience may enable a more complete approach to system safety thinking and design of ISSA and IASMS for UAM. Future directions and research needs shall also be discussed.

resilience↗

Corridor Design and Analysis for UAM Operations

The Urban Air Mobility (UAM) concept is a part of Advanced Air Mobility (AAM), a joint initiative between the Federal Aviation Administration (FAA), NASA, and industry to develop an air transportation system that uses new electric (i.e., green) air vehicles in geographical areas previously underserved by traditional aviation. Market forecast studies predict that there will be demand for alternate modes of air transportation using electric Vertical Take-off and Landing aircraft. UAM expands transportation networks by introducing short flights to move people and goods around metropolitan areas​. UAM is expected to improve mobility for the public, decongest road traffic, reduce trip time, and decrease strain on existing public transportation networks. Various challenges exist to make the introduction of UAM operations successful in the U.S. National Airspace System (NAS). These include but are not limited to integration with existing airports and airspace, provision of air traffic services (e.g., separation), vehicle design and certification, and community acceptance. The focus of this paper is on integration of UAM operations into the NAS via introduction of new airspace structures. UAM will operate within a regulatory, operational, and technical environment that is incorporated into the NAS​. As per the UAM Concept of Operations (ConOps), the FAA retains regulatory authority and is responsible for establishing operational parameters and maintaining oversight. The FAA’s UAM ConOps describes flights at low altitudes (below 5,000 ft) with minimal disruption to established conventional aircraft traffic and limited voice interactions with the Air Traffic Control (ATC). Early stages of UAM may use existing procedures to safely integrate UAM with conventional flights. This would involve flying under Part 91 Visual Flight Rules (VFR) and using voice for communications. The initial UAM ecosystem will utilize the current infrastructure such as routes, helipads, and ATC services, where practicable. ​A NASA study explored the use of existing helicopter routes in Dallas Fort Worth (DFW) airspace for initial UAM operations with a Letter of Agreement (LOA) that included procedures to request a Class B (controlled airspace) clearance. The research showed that the chosen approach was feasible for near-term, low-demand UAM traffic, but was not scalable. The growth of operations in today’s aviation system has resulted in airspace reorganization and procedures to ensure safety and efficiency as traffic rates increase. One proposed operating innovation that can help with the scalability of UAM is establishing routes and corridors. This may look similar to the Area Navigation (RNAV) procedures used today to streamline operations into busy airports. However, instead of FAA automation systems and ATC managing the flow of traffic, some UAM concepts envision a third-party service provider performing this role as part of the Provider of Services for UAM (PSU) network. The FAA’s UAM ConOps posits that new airspace structures such as UAM corridors include the following design criteria: 1) Minimal impact on existing NAS operations, 2) no or minimal additional ATC services, 3) public interest considerations such as noise, safety, and security, and 4) customer needs. The airspace available in urban environments is limited by the height of buildings, the effect of weather including wind gusts, privacy needs, and a clearance envelope. The new airspace structure would need to be designed around large airports and urban areas where the initial market demand is likely to exist. NASA has started evaluating airspace in the Dallas Fort Worth area to design new airspace structures, keeping the first two design criteria in mind. It is assumed that there will be an on-board pilot-in-command, and the flights will operate under VFR in Visual Meteorological Conditions. Corridors will be required in controlled airspace, whereas UAM operations can fly in uncontrolled Class G and E airspace using current day rules. Keeler et. al identified factors and heuristics for development of routes for UAM operations for integration with airspace close to large airports such as Dallas Fort Worth and Dallas Love Field. This paper describes the heuristics applied to define the corridors, analyzes them with respect to legacy traffic and presents key results.

Urban Air Mobility↗

Future ATM Concepts Evaluation Tool (FACET) Interface Control Document

This Interface Control Document (ICD) documents the airspace adaptation and air traffic inputs of NASA's Future ATM Concepts and Evaluation Tool (FACET). Its intended audience is the project manager, project team, development team, and stakeholders interested in interfacing with the system. FACET equips Air Traffic Management (ATM) researchers and service providers with a way to explore, develop and evaluate advanced air transportation concepts before they are field-tested and eventually deployed. FACET is a flexible software tool that is capable of quickly generating and analyzing thousands of aircraft trajectories. It provides researchers with a simulation environment for preliminary testing of advanced ATM concepts. Using aircraft performance profiles, airspace models, weather data, and flight schedules, the tool models trajectories for the climb, cruise, and descent phases of flight for each type of aircraft. An advanced graphical interface displays traffic patterns in two and three dimensions, under various current and projected conditions for specific airspace regions or over the entire continental United States. The system is able to simulate a full day's dynamic national airspace system (NAS) operations, model system uncertainty, measure the impact of different decision-makers in the NAS, and provide analysis of the results in graphical form, including sector, airport, fix, and airway usage statistics. NASA researchers test and analyze the system-wide impact of new traffic flow management algorithms under anticipated air traffic growth projections on the nation's air traffic system. In addition to modeling the airspace system for NASA research, FACET has also successfully transitioned into a valuable tool for operational use. Federal Aviation Administration (FAA) traffic flow managers and commercial airline dispatchers have used FACET technology for real-time operations planning. FACET integrates live air traffic data from FAA radar systems and weather data from the National Weather Service to summarize NAS performance. This information allows system operators to reroute flights around congested airspace and severe weather to maintain safety and minimize delay. FACET also supports the planning and post-operational evaluation of reroute strategies at the national level to maximize system efficiency. For the commercial airline passenger, strategic planning with FACET can result in fewer flight delays and cancellations. The performance capabilities of FACET are largely due to its architecture, which strikes a balance between flexibility and fidelity. FACET is capable of modeling the airspace operations for the continental United States, processing thousands of aircraft on a single computer. FACET was written in Java and C, enabling the portability of its software to a variety of operating systems. In addition, FACET was designed with a modular software architecture to facilitate rapid prototyping of diverse ATM concepts. Several advanced ATM concepts have already been implemented in FACET, including aircraft self-separation, prediction of aircraft demand and sector congestion, system-wide impact assessment of traffic flow management constraints, and wind-optimal routing.

FACET↗

On-board B-ISDN fast packet switching architectures. Phase 2: Development. Proof-of-concept architecture definition report

For the next-generation packet switched communications satellite system with onboard processing and spot-beam operation, a reliable onboard fast packet switch is essential to route packets from different uplink beams to different downlink beams. The rapid emergence of point-to-point services such as video distribution, and the large demand for video conference, distributed data processing, and network management makes the multicast function essential to a fast packet switch (FPS). The satellite's inherent broadcast features gives the satellite network an advantage over the terrestrial network in providing multicast services. This report evaluates alternate multicast FPS architectures for onboard baseband switching applications and selects a candidate for subsequent breadboard development. Architecture evaluation and selection will be based on the study performed in phase 1, 'Onboard B-ISDN Fast Packet Switching Architectures', and other switch architectures which have become commercially available as large scale integration (LSI) devices.

Shyy, Dong-Jye↗

The MSFC Systems Engineering Guide: An Overview and Plan

As systems and subsystems requirements become more complex in the pursuit of the exploration of space, advanced technology will demand and require an integrated approach to the design and development of safe and successful space vehicles and there products. System engineers play a vital and key role in transforming mission needs into vehicle requirements that can be verified and validated. This will result in a safe and cost effective design that will satisfy the mission schedule. A key to successful vehicle design within systems engineering is communication. Communication, through a systems engineering infrastructure, will not only ensure that customers and stakeholders are satisfied but will also assist in identifying vehicle requirements; i.e. identification, integration and management. This vehicle design will produce a system that is verifiable, traceable, and effectively satisfies cost, schedule, performance, and risk throughout the life-cycle of the product. A communication infrastructure will bring about the integration of different engineering disciplines within vehicle design. A system utilizing these aspects will enhance system engineering performance and improve upon required activities such as Development of Requirements, Requirements Management, Functional Analysis, Test, Synthesis, Trade Studies, Documentation, and Lessons Learned to produce a successful final product. This paper will describe the guiding vision, progress to date and the plan forward for development of the Marshall Space Flight Center (MSFC) Systems Engineering Guide (SEG), a virtual systems engineering handbook and archive that will describe the system engineering processes that are used by MSFC in the development of complex systems such as the Ares launch vehicle. It is the intent of this website to be a "One Stop Shop" for our systems engineers that will provide tutorial information, an overview of processes and procedures and links to assist system engineering with guidance and references, and provide an archive of systems engineering artifacts produced by the many NASA projects developed and managed by MSFC over the years.

Shelby, Jerry A.↗

Progressively Enabling Earth Independent Medical Operations (EIMO)

This panel presents the findings from a series of Technical Interchange Meetings (TIMs) hosted by the Exploration Medical Capability Element (ExMC) in NASA’s Human Research Program. The topics for the TIMs were derived from a 2-day conference of senior leaders and subject matters experts that collectively outlined a multi-faceted strategy designed to optimize crew health and performance through an increasingly autonomous medical approach. The first abstract in this panel outlines the scope of issues related to data collection, usage, transmission and computing capacity to facilitate EIMO. The second presentation provides an overview of the challenges in developing curricula and advanced training tools to baseline knowledge, skills and abilities (KSA), verify clinical competency and assure retention during prolonged durations inherent in exploration-class missions. An overview of the complicated medical supply and resource chain necessary to facilitate EIMO is provided in the third presentation of this panel. The final presentation in this EIMO panel surveys the breadth and depth of demands on cognitive load expected to be experienced by crew on an exploration mission and proposes strategies to mitigate the prospect of cognitive overload through methods to shift task load from the crew to multi-modal artificial intelligence based medical support systems. Taken together, these presentations summarize the challenges to be expected and potential solution spaces to be explored and developed to progressively enable increasing autonomous medical operations to support crewed missions beyond low earth orbit. Through EIMO focused pre-mission planning, integrated data architecture design, innovative training development and AI-assisted task load management, the gradual transition of medical care and decision making from terrestrial to space-based assets enabling support of astronaut health and performance and reducing overall mission risk is achievable.

Jay Lemery↗

Progressively Enabling Earth Independent Medical Operations (EIMO)

This panel presents the findings from a series of Technical Interchange Meetings (TIMs) hosted by the Exploration Medical Capability Element (ExMC) in NASA’s Human Research Program. The topics for the TIMs were derived from a 2-day conference of senior leaders and subject matters experts that collectively outlined a multi-faceted strategy designed to optimize crew health and performance through an increasingly autonomous medical approach. The first abstract in this panel outlines the scope of issues related to data collection, usage, transmission and computing capacity to facilitate EIMO. The second presentation provides an overview of the challenges in developing curricula and advanced training tools to baseline knowledge, skills and abilities (KSA), verify clinical competency and assure retention during prolonged durations inherent in exploration-class missions. An overview of the complicated medical supply and resource chain necessary to facilitate EIMO is provided in the third presentation of this panel. The final presentation in this EIMO panel surveys the breadth and depth of demands on cognitive load expected to be experienced by crew on an exploration mission and proposes strategies to mitigate the prospect of cognitive overload through methods to shift task load from the crew to multi-modal artificial intelligence based medical support systems. Taken together, these presentations summarize the challenges to be expected and potential solution spaces to be explored and developed to progressively enable increasing autonomous medical operations to support crewed missions beyond low earth orbit. Through EIMO focused pre-mission planning, integrated data architecture design, innovative training development and AI-assisted task load management, the gradual transition of medical care and decision making from terrestrial to space-based assets enabling support of astronaut health and performance and reducing overall mission risk is achievable.

John Lemery↗

An integrated power/attitude control system /IPACS/ for space vehicle application

An integrated power and attitude control system (IPACS) concept with potential application to a broad class of space missions is discussed. The concept involves the storage and supply on demand of electrical energy in rotating flywheels while simultaneously providing control torques by controlled precession of the flywheels. The system is thus an alternative to the storage batteries used on present spacecraft while providing similar capability for attitude control as that represented by a control moment gyroscope (CMG) system. Potential IPACS configurations discussed include single- and double-rotor double-gimbal IPACS units. Typical sets of control laws which would manage the momentum and energy exchange between the IPACS and a typical space vehicle are discussed. Discussion of a simulation of a typical potential IPACS configuration and candidate mission concerned with pointing capability, power supply and demand flow, and discussion of the interactions between stabilization and control requirements and power flow requirements are presented.

Anderson, W. W.↗

A Cognitive System Model for Human/Automation Dynamics in Airspace Management

NASA has initiated a significant thrust of research and development focused on providing the flight crew and air traffic managers automation aids to increase capacity in en route and terminal area operations through the use of flexible, more fuel-efficient routing, while improving the level of safety in commercial carrier operations. In that system development, definition of cognitive requirements for integrated multi-operator dynamic aiding systems is fundamental. In order to support that cognitive function definition, we have extended the Man Machine Integrated Design and Analysis System (MIDAS) to include representation of multiple cognitive agents (both human operators and intelligent aiding systems) operating aircraft, airline operations centers and air traffic control centers in the evolving airspace. The demands of this application require representation of many intelligent agents sharing world-models, and coordinating action/intention with cooperative scheduling of goals and actions in a potentially unpredictable world of operations. The MIDAS operator models have undergone significant development in order to understand the requirements for operator aiding and the impact of that aiding in the complex nondeterminate system of national airspace operations. The operator model's structure has been modified to include attention functions, action priority, and situation assessment. The cognitive function model has been expanded to include working memory operations including retrieval from long-term store, interference, visual-motor and verbal articulatory loop functions, and time-based losses. The operator's activity structures have been developed to include prioritization and interruption of multiple parallel activities among multiple operators, to provide for anticipation (knowledge of the intention and action of remote operators), and to respond to failures of the system and other operators in the system in situation-specific paradigms. The model's internal representation has been be modified so that multiple, autonomous sets of equipment will function in a scenario as the single equipment sets do now. In order to support the analysis requirements with multiple items of equipment, it is necessary for equipment to access the state of other equipment objects at initialization time (a radar object may need to access the position and speed of aircraft in its area, for example), and as a function of perception and sensor system interaction. The model has been improved to include multiple world-states as a function of equipment am operator interaction. The model has been used -1o predict the impact of warning and alert zones in aircraft operation, and, more critic-ally, the interaction of flight-deck based warning mechanisms and air traffic controller action in response to ground-based conflict prediction and alerting systems. In this operation, two operating systems provide alerting to two autonomous, but linked sets of operators, whose view of the system and whose dynamics in response are radically different. System stability and operator action was predicted using the MIDAS model.

Corker, Kevin M.↗

Enabling Exchange and Adequate Use of Data for Observation Based Atmospheric Research

Systematic long-term field observations have played a vital role in advancing atmospheric research over the past several decades. The use of these observations has expanded from primarily characterizing atmospheric processes and trends to evaluating satellite measurements, assessing models, and improving air quality forecasts. Consequently, the demand for atmospheric chemistry observational data have dramatically increased in terms of scope and coverage of measurements (i.e., parameters/species, spatiotemporal extent). In addition to high quality measurements, certain data reporting standards need to be agreed to ensure the data can be readily exchanged and are sufficiently documented to enable adequate use in different research activities. To this end, WMO has developed and implemented measurement guidelines and community practices for meteorology, climatology, atmospheric and hydrological sciences. In addition, the WMO Expert Team on Metadata Standards manages and evolves the existing metadata standards for the WMO Information System WIS and WMO Integrated Global Observing System WIGOS to support consistent and interoperable data descriptions, ensure relevance to research, and to apply data science principles. This team draws on a wide range of expertise from the research community, including atmospheric measurements, modeling, data management, and data science. The current activities include development of key performance indicators, vocabularies for metadata and the evolution of metadata standards to lower the barrier of application to weather/climate/water/environment data for all communities and the weather enterprise. This presentation intends to promote awareness of ongoing progress and actively solicit community feedback.

Field Observations↗

Representing Water Scarcity in Future Agricultural Assessments

Globally, irrigated agriculture is both essential for food production and the largest user of water. A major challenge for hydrologic and agricultural research communities is assessing the sustainability of irrigated croplands under climate variability and change. Simulations of irrigated croplands generally lack key interactions between water supply, water distribution, and agricultural water demand. In this article, we explore the critical interface between water resources and agriculture by motivating, developing, and illustrating the application of an integrated modeling framework to advance simulations of irrigated croplands. We motivate the framework by examining historical dynamics of irrigation water withdrawals in the United States and quantitatively reviewing previous modeling studies of irrigated croplands with a focus on representations of water supply, agricultural water demand, and impacts on crop yields when water demand exceeds water supply. We then describe the integrated modeling framework for simulating irrigated croplands, which links trends and scenarios with water supply, water allocation, and agricultural water demand. Finally, we provide examples of efforts that leverage the framework to improve simulations of irrigated croplands as well as identify opportunities for interventions that increase agricultural productivity, resiliency, and sustainability.

Irrigated Agriculture; Crop Model; Hydrologic Mode↗

NASA Wearable Technology CLUSTER 2013-2014 Report

Wearable technology has the potential to revolutionize the way humans interact with one another, with information, and with the electronic systems that surround them. This change can already be seen in the dramatic increase in the availability and use of wearable health and activity monitors. These devices continuously monitor the wearer using on-­‐body sensors and wireless communication. They provide feedback that can be used to improve physical health and performance. Smart watches and head mounted displays are also receiving a great deal of commercial attention, providing immediate access to information via graphical displays, as well as additional sensing features. For the purposes of the Wearable Technology CLUSTER, wearable technology is broadly defined as any electronic sensing, human interfaces, computing, or communication that is mounted on the body. Current commercially available wearable devices primarily house electronics in rigid packaging to provide protection from flexing, moisture, and other contaminants. NASA mentors are interested in this approach, but are also interested in direct integration of electronics into clothing to enable more comfortable systems. For human spaceflight, wearable technology holds a great deal of promise for significantly improving safety, efficiency, autonomy, and research capacity for the crew in space and support personnel on the ground. Specific capabilities of interest include: Continuous biomedical monitoring for research and detection of health problems. Environmental monitoring for individual exposure assessments and alarms. Activity monitoring for responsive robotics and environments. Multi-modal caution and warning using tactile, auditory, and visual alarms. Wireless, hands-free, on-demand voice communication. Mobile, on-demand access to space vehicle and robotic displays and controls. Many technical challenges must be overcome to realize these wearable technology applications. For example, to make a wearable device that is both functional and comfortable for long duration wear, developers must strive to reduce electronic mass and volume while also addressing constraints imposed by the body attachment method. Depending on the application, the device must be placed in a location that the user can see and reach, and that provides the appropriate access to air and the wearer's skin. Limited power is available from body-­‐worn batteries and heat must be managed to prevent discomfort. If the clothing is to be washed, there are additional durability and washability hurdles that traditional electronics are not designed to address. Finally, each specific capability has unique technical challenges that will likely require unique solutions. In addition to the technical challenges, development of wearable devices is made more difficult by the diversity of skills required and the historic lack of collaboration across domains. Wearable technology development requires expertise in textiles engineering, apparel design, software and computer engineering, electronic design and manufacturing, human factors engineering, and application-­‐specific fields such as acoustics, medical devices, and sensing. Knowledge from each of these domains must be integrated to create functional and comfortable devices. For this reason, the diversity of knowledge and experience represented in the Wearable Technology is critical to overcoming the fundamental challenges in the field.

Simon, Cory↗

History of POIC Capabilities and Limitations to Conduct International Space Station Payload Operations

Payload science operations on the International Space Station (ISS) have been conducted continuously twenty-four hours per day, 365 days a year beginning February, 2001 and continuing through present day. The Payload Operations Integration Center (POIC), located at the Marshall Space Flight Center in Huntsville, Alabama, has been a leader in integrating and managing NASA distributed payload operations. The ability to conduct science operations is a delicate balance of crew time, onboard vehicle resources, hardware up-mass to the vehicle, and ground based flight control team manpower. Over the span of the last ten years, the POIC flight control team size, function, and structure has been modified several times commensurate with the capabilities and limitations of the ISS program. As the ISS vehicle has been expanded and its systems changed throughout the assembly process, the resources available to conduct science and research have also changed. Likewise, as ISS program financial resources have demanded more efficiency from organizations across the program, utilization organizations have also had to adjust their functionality and structure to adapt accordingly. The POIC has responded to these often difficult challenges by adapting our team concept to maximize science research return within the utilization allocations and vehicle limitations that existed at the time. In some cases, the ISS and systems limitations became the limiting factor in conducting science. In other cases, the POIC structure and flight control team size were the limiting factors, so other constraints had to be put into place to assure successful science operations within the capabilities of the POIC. This paper will present the POIC flight control team organizational changes responding to significant events of the ISS and Shuttle programs.

Grimaldi, Rebecca↗