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NASA NTRS2002

Intelligent Pilot Aids for Flight Re-Planning in Emergencies

Experimental studies were conducted with pilots to investigate the attributes of automation that would be appropriate for aiding pilots in emergencies. The specific focus of this year was on methods of mitigating automation brittleness. Brittleness occurs when the automatic system is used in circumstances it was not designed for, causing it to choose an incorrect action or make an inaccurate decision for the situation. Brittleness is impossible to avoid since it is impossible to predict every potential situation the automatic system will be exposed to over its life. However, operators are always ultimately responsible for the actions and decisions of the automation they are monitoring or using, which means they must evaluate the automation's decisions and actions for accuracy. As has been pointed out, this is a difficult thing for human operators to do. There have been various suggestions as to how to aid operators with this evaluation. In the study described in this report we studied how presentation of contextual information about an automatic system's decision might impact the ability of the human operators to evaluate that decision. This study focused on the planning of emergency descents. Fortunately, emergencies (e.g., mechanical or electrical malfunction, on-board fire, and medical emergency) happen quite rarely. However, they can be catastrophic when they do. For all predictable or conceivable emergencies, pilots have emergency procedures that they are trained on, but those procedures often end with 'determine suitable airport and land as quickly as possible.' Planning an emergency descent to an unplanned airport is a difficult task, particularly under the time pressures of an emergency. Automatic decision aids could be very efficient at the task of determining an appropriate airport and calculating an optimal trajectory to that airport. This information could be conveyed to the pilot through an emergency descent procedure listing all of the actions necessary to safely land the plane. However, there is still the potential problem of brittleness. This study examined the impact of contextual information in presentations of emergency descent procedures to see if they might impact the pilot's evaluation of the feasibility of the presented procedure. The study and its results are described in detail.

Pritchett, Amy R.↗
NASA NTRS2016

Capturing Safety Requirements to Enable Effective Task Allocation Between Humans and Automaton in Increasingly Autonomous Systems

There is a current drive towards enabling the deployment of increasingly autonomous systems in the National Airspace System (NAS). However, shifting the traditional roles and responsibilities between humans and automation for safety critical tasks must be managed carefully, otherwise the current emergent safety properties of the NAS may be disrupted. In this paper, a verification activity to assess the emergent safety properties of a clearly defined, safety critical, operational scenario that possesses tasks that can be fluidly allocated between human and automated agents is conducted. Task allocation role sets were proposed for a human-automation team performing a contingency maneuver in a reduced crew context. A safety critical contingency procedure (engine out on takeoff) was modeled in the Soar cognitive architecture, then translated into the Hybrid Input Output formalism. Verification activities were then performed to determine whether or not the safety properties held over the increasingly autonomous system. The verification activities lead to the development of several key insights regarding the implicit assumptions on agent capability. It subsequently illustrated the usefulness of task annotations associated with specialized requirements (e.g., communication, timing etc.), and demonstrated the feasibility of this approach.

Neogi, Natasha A.↗
NASA NTRSDate not supplied

UAM Decision Making

NASA, in collaboration with the industry and FAA, is conducting research on Urban Air Mobility (UAM). UAM introduces unique and evolving operational characteristics unaccounted for within current transportation planning tools. This evolving modality requires a unique and comprehensive tool that integrates new and existing planning methodologies to provide a holistic solution for decision makers. NASA has identified a number of barriers and research areas related to aircraft, airspace, and communities as well as infrastructure requirements. The research will identify requirements related to urban capable aircraft and airspace technologies. While civil aviation authorities are responsible for safety and structure of operations through the air, the local and regional authorities are responsible for decisions related to location of vertiports, helipads, and airports. The implementation of UAM vertiports will consider diverse regional system categories such as weather, airspace restrictions, noise acceptability, surface traffic, availability of power, vertipad locations, routes, impact on surface traffic, safety and risks, economic impact, ingress/egress for electric/hybrid VTOL aircraft, applicable fire codes, evacuation strategy, zoning requirements, emergency preparedness, interactions with surface traffic, and community acceptance. Therefore, regional implementation bodies need a decision making tool to assess systemic dependencies in preparation for UAM impact on the region. We are developing a simulation and modeling tool that allows regional authorities to consider many factors while deciding the location of vertiport and UAM operations. The objective of this paper is to present the conceptual design of a comprehensive decision making tool to assist planning bodies in developing UAM infrastructure. Specifically, the UAM planning tool will simultaneously consider all relevant local/regional considerations to identify for vertiport locations and UAM operations for a region.

Parimal Kopardekar↗
NASA NTRS2008

2008 NASA Range Safety Annual Report

Welcome to the 2008 edition of the NASA Range Safety Annual Report. Funded by NASA Headquarters, this report provides a NASA Range Safety overview for current and potential range users. This year, along with full length articles concerning various subject areas, we have provided updates to standard subjects with links back to the 2007 original article. Additionally, we present summaries from the various NASA Range Safety Program activities that took place throughout the year, as well as information on several special projects that may have a profound impact on the way we will do business in the future. The sections include a program overview and 2008 highlights of Range Safety Training; Range Safety Policy; Independent Assessments and Common Risk Analysis Tools Development; Support to Program Operations at all ranges conducting NASA launch operations; a continuing overview of emerging Range Safety-related technologies; Special Interests Items that include recent changes in the ELV Payload Safety Program and the VAS explosive siting study; and status reports from all of the NASA Centers that have Range Safety responsibilities. As is the case each year, contributors to this report are too numerous to mention, but we thank individuals from the NASA Centers, the Department of Defense, and civilian organizations for their contributions. We have made a great effort to include the most current information available. We recommend that this report be used only for guidance and that the validity and accuracy of all articles be verified for updates. This is the third year we have utilized this web-based format for the annual report. We continually receive positive feedback on the web-based edition, and we hope you enjoy this year's product as well. It has been a very busy and productive year on many fronts as you will note as you review this report. Thank you to everyone who contributed to make this year a successful one, and I look forward to working with all of you in the years to come.

Lamoreaux, Richard W.↗
NASA NTRS2012

Airport Traffic Conflict Detection and Resolution Algorithm Evaluation

A conflict detection and resolution (CD&R) concept for the terminal maneuvering area (TMA) was evaluated in a fast-time batch simulation study at the National Aeronautics and Space Administration (NASA) Langley Research Center. The CD&R concept is being designed to enhance surface situation awareness and provide cockpit alerts of potential conflicts during runway, taxi, and low altitude air-to-air operations. The purpose of the study was to evaluate the performance of aircraft-based CD&R algorithms in the TMA, as a function of surveillance accuracy. This paper gives an overview of the CD&R concept, simulation study, and results. The Next Generation Air Transportation System (NextGen) concept for the year 2025 and beyond envisions the movement of large numbers of people and goods in a safe, efficient, and reliable manner [1]. NextGen will remove many of the constraints in the current air transportation system, support a wider range of operations, and provide an overall system capacity up to three times that of current operating levels. Emerging NextGen operational concepts [2], such as four-dimensional trajectory based airborne and surface operations, equivalent visual operations, and super density arrival and departure operations, require a different approach to air traffic management and as a result, a dramatic shift in the tasks, roles, and responsibilities for the flight deck and air traffic control (ATC) to ensure a safe, sustainable air transportation system.

Jones, Denise R.↗
NASA NTRS2014

User Needs and Assessing the Impact of Low Latency NASA Earth Observation Data Availability on Societal Benefit

Since the advent of NASA's Earth Observing System, knowledge of the practical benefits of Earth science data has grown considerably. The community using NASA Earth science observations in applications has grown significantly, with increasing sophistication to serve national interests. Data latency, or how quickly communities receive science observations after acquisition, can have a direct impact on the applications and usability of the information. This study was conducted to determine how users are incorporating NASA data into applications and operational processes to benefit society beyond scientific research, as well as to determine the need for data latency of less than 12 h. The results of the analysis clearly show the significant benefit to society of serving the needs of the agricultural, emergency response, environmental monitoring and weather communities who use rapidly delivered, accurate Earth science data. The study also showed the potential of expanding the communities who use low latency NASA science data products to provide new ways of transforming data into information. These benefits can be achieved with a clear and consistent NASA policy on product latency.

NASA↗
NASA NTRS2020

TCL4 UTM (UAS Traffic Management) Nevada 2019 Flight Tests, Airspace Operations Laboratory (AOL) Report

The Unmanned Aircraft Systems (UAS) Traffic Management (UTM) research project has been developing and testing concept ideas for enabling small UAS (sUAS) operations in low altitude airspace (ground to 400 feet). To do this, NASA has organized a series of flight test demonstrations. Technology Capability Level-4 (TCL4) flight tests were conducted at a Nevada, USA test site, during June 2019. The testing resulted in over 300 data collection flights using eight live rotorcraft, 15 simulated vehicles, involving six flight crews and five Unmanned Aerial System (UAS) Service Suppliers (USS). The TCL4 approach was designed to demonstrate five scenarios that set up five diverse sets of UAS events and activities. The Nevada test site focused on three of these scenarios: an incoming weather front, a concert event with an incident requiring an emergency response, and a scenario where multiple vehicles experienced Communication, Navigation, and Surveillance (CNS) issues. The test site created their scenarios to each have three phases and were required to complete three executions of each scenario, for a total of nine missions per Nevada vehicle per scenario. This document presents data collected from participants during the TCL4-Nevada flight test that provides information about how much and how well operators were able to make use of UTM functions and information, with the goal of exploring what the minimum information requirements and/or best practices might be in TCL4 operations. The driving enquiry was: how do UTM tools and features support (human) operators leading to safe and effective conduct of large-scale beyond visual line of sight (BVLOS) sUAS operations in “urban canyon” environments? As with the data collected during previous similar tests (e.g., TCL3, Martin et al., 2019), the quality of the UTM information exchanged, and the meaningfulness and therefore usefulness of this information, were all focal points of the questions asked and the data collected. Data aligned with five human-system attributes to indicate that UTM provided information that contributed to users’ ability to operate safely and effectively within UTM, but that information was not always complete and was sometimes unclear.

UTM↗
NASA NTRSDate not supplied

NASA's Research & Development in Airspace Management for Drones, Air Taxis, and Beyond

Today's National Airspace System is extremely safe. Multiple people and organizations are involved in the handling of flights at all phases. We are, however, at the dawn of a new era in aviation where new entrants are emerging from multiple domains. These new entrants will need to be integrated into the airspace safely and given the flexibility to scale. With that integration and flexibility comes the need and responsibility to develop concepts and systems that will work with the regulatory and operational needs of the Federal Aviation Administration while accounting for the needs of industry. NASA is at the leading edge of research, development, and testing across multiple domains to enable the realization of new entrants such as drones, air cargo and taxis, and high altitude vehicles. Addressing the potential for public good coming from these new capabilities is also a NASA focus area. While there has been considerable effort in the engineering aspects of this research, another thrust that is of importance is that of data integration and visualization. With respect to visualization, NASA Ames Research Center has been leading the advancement in data visualization for these new domains and has spent considerable efforts in the exploration of incorporating Augmented and Mixed Reality as a situation awareness platform. This presentation will outline the new developments in airspace integration and tie in NASA's efforts in visualizing the associated operational data.

airspace management↗
NASA NTRS2000

Remotely Sensed Precipitation from the January 2000 East Coast Blizzard

Initial precipitation forecasts of the January 2000 blizzard were unable to adequately alert emergency response along the eastern seaboard. Cyclogenesis, over the Gulf of Mexico was a contributing cause of that problem. We present distributions of precipitation derived from spaceborne microwave measurements from the Special Sensor Microwave/ Imager (SSM/I) and the TRMM Microwave Imager (TMI) supplemented by NWS operational radar and the National lightning Detection Network (NLDN) Long-Range (LR) product. The combined NWS radar and NLDN-LR data revealed the location of precipitation between 1/23 and 1/27/2000 over the US, the Gulf and the Atlantic Ocean. The remotely sensed precipitation distributions are compared to the precipitation inferred from coincident TMI observations.

Chang, D.-E.↗
NASA NTRS1999

Electrical Impedance of Ionic Polymeric Metal Composites

In recent years the use of ionic polymer metal composites such as Nafion-based platinum ionomers have emerged as electroactive polymer materials with great potential for robotics and other applications. An effective activation of these materials requires understanding of their mechanism of operation. Generally, the material needs to be maintained hydrated to assure its electromechanical activity. To allow the control of the response of the material, a study is underway to investigate the electrical response. Particular emphasis is placed on possible electrochemical reactions and deviations from linear dielectric behavior. Currently, efforts are made to determine the necessary drive characteristics of the source to allow low power operation (< or = 1.0 W) of the material as an actuator.

Leary, S.↗
NASA NTRS1999

Neuroscience Investigations: An Overview of Studies Conducted

The neural processes that mediate human spatial orientation and adaptive changes occurring in response to the sensory rearrangement encountered during orbital flight are primarily studied through second and third order responses. In the Extended Duration Orbiter Medical Project (EDOMP) neuroscience investigations, the following were measured: (1) eye movements during acquisition of either static or moving visual targets, (2) postural and locomotor responses provoked by unexpected movement of the support surface, changes in the interaction of visual, proprioceptive, and vestibular information, changes in the major postural muscles via descending pathways, or changes in locomotor pathways, and (3) verbal reports of perceived self-orientation and self-motion which enhance and complement conclusions drawn from the analysis of oculomotor, postural, and locomotor responses. In spaceflight operations, spatial orientation can be defined as situational awareness, where crew member perception of attitude, position, or motion of the spacecraft or other objects in three-dimensional space, including orientation of one's own body, is congruent with actual physical events. Perception of spatial orientation is determined by integrating information from several sensory modalities. This involves higher levels of processing within the central nervous system that control eye movements, locomotion, and stable posture. Spaceflight operational problems occur when responses to the incorrectly perceived spatial orientation are compensatory in nature. Neuroscience investigations were conducted in conjunction with U. S. Space Shuttle flights to evaluate possible changes in the ability of an astronaut to land the Shuttle or effectively perform an emergency post-landing egress following microgravity adaptation during space flights of variable length. While the results of various sensory motor and spatial orientation tests could have an impact on future space flights, our knowledge of sensorimotor adaptation to spaceflight is limited, and the future application of effective countermeasures depends, in large part, on the results from appropriate neuroscience investigations. Therefore, the objective of the neuroscience investigations could have a negative effect on mission success. The Neuroscience Laboratory, Johnson Space Center (JSC), implemented three integrated Detailed Supplementary Objectives (DSO) designed to investigate spatial orientation and the associated compensatory responses as a part of the EDOMP. The four primary goals were (1) to establish a normative database of vestibular and associated sensory changes in response to spaceflight, (2) to determine the underlying etiology of neurovestibular and sensory motor changes associated with exposure to microgravity and the subsequent return to Earth, (3) to provide immediate feedback to spaceflight crews regarding potential countermeasures that could improve performance and safety during and after flight, and (4) to take under consideration appropriate designs for preflight, in-flight, and postflight countermeasures that could be implemented for future flights.

Reschke, Millard F.↗
NASA NTRS2013

Pilot and Controller Evaluations of Separation Function Allocation in Air Traffic Management

Two human-in-the-loop simulation experiments were conducted in coordinated fashion to investigate the allocation of separation assurance functions between ground and air and between humans and automation. The experiments modeled a mixed-operations concept in which aircraft receiving ground-based separation services shared the airspace with aircraft providing their own separation service (i.e., self-separation). Ground-based separation was provided by air traffic controllers without automation tools, with tools, or by ground-based automation with controllers in a managing role. Airborne self-separation was provided by airline pilots using self-separation automation enabled by airborne surveillance technology. The two experiments, one pilot-focused and the other controller-focused, addressed selected key issues of mixed operations, assuming the starting point of current-day operations and modeling an emergence of NextGen technologies and procedures. In the controller-focused experiment, the impact of mixed operations on controller performance was assessed at four stages of NextGen implementation. In the pilot-focused experiment, the limits to which pilots with automation tools could take full responsibility for separation from ground-controlled aircraft were tested. Results indicate that the presence of self-separating aircraft had little impact on the controllers' ability to provide separation services for ground-controlled aircraft. Overall performance was best in the most automated environment in which all aircraft were data communications equipped, ground-based separation was highly automated, and self-separating aircraft had access to trajectory intent information for all aircraft. In this environment, safe, efficient, and highly acceptable operations could be achieved for twice today's peak airspace throughput. In less automated environments, reduced trajectory intent exchange and manual air traffic control limited the safely achievable airspace throughput and negatively impacted the maneuver efficiency of self-separating aircraft through high-density airspace. In a test of scripted conflicts with ground-managed aircraft, flight crews of self-separating aircraft prevented separation loss in all conflicts with detection time greater than one minute. In debrief, pilots indicated a preference for at least five minute's alerting notice and trajectory intent information on all aircraft. When intent information on ground-managed aircraft was available, self-separating aircraft benefited from fewer conflict alerts and fewer required deviations from trajectory-based operations.

Wing, David↗
NASA NTRS1992

National launch system core vehicle

A new launch system is being defined to provide significant improvements in the national launch capability. The most challenging requirements are to reduce operational cost and increase system reliability, dependability, responsiveness while maintaining acceptable mission performance. System architecture studies have established that a family of vehicles is required to launch the required range of payloads. The vehicle design approach implements a design process that identifies the system design criteria and design concepts that enable the vehicle to meet the objectives of cost, reliability, safety and performance. The vehicle design features for the 50 to 100 K payload capability will utilize cost effective elements derived from existing vehicles, emerging technology and lessons learned to enable the system to be developed at a reasonable investment and to deliver payloads in an operationally efficient manner with high reliability.

Worlund, Armis L.↗
NASA NTRS2002

Operations Analysis of the 2nd Generation Reusable Launch Vehicle

The Space Launch Initiative (SLI) program is developing a second-generation reusable launch vehicle. The program goals include lowering the risk of loss of crew to 1 in 10,000 and reducing annual operations cost to one third of the cost of the Space Shuttle. The SLI missions include NASA, military and commercial satellite launches and crew and cargo launches to the space station. The SLI operations analyses provide an assessment of the operational support and infrastructure needed to operate candidate system architectures. Measures of the operability are estimated (i.e. system dependability, responsiveness, and efficiency). Operations analysis is used to determine the impact of specific technologies on operations. A conceptual path to reducing annual operations costs by two thirds is based on key design characteristics, such as reusability, and improved processes lowering labor costs. New operations risks can be expected to emerge. They can be mitigated with effective risk management with careful identification, assignment, tracking, and closure. SLI design characteristics such as nearly full reusability, high reliability, advanced automation, and lowered maintenance and servicing coupled with improved processes are contributors to operability and large operating cost reductions.

Noneman, Steven R.↗
NASA NTRS2022

Towards Self-Adaptive Game Logic

Self-adaptive systems (SAS) can reconfigure at run time in response to changing situations to express acceptable behaviors in the face of uncertainty. With respect to game design, such situations may include user input, emergent behaviors, performance concerns, and combinations thereof. Typically an SAS is modeled as a feedback loop that functions within an existing system, with operations including monitoring, analyzing, planning, and executing (i.e., MAPE-K) to enable online reconfiguration. This paper presents a conceptual approach for extending software engineering artifacts to be self-adaptive within the context of game design. We have modified a game developed for creative coding education to include a MAPE-K self-adaptive feedback loop, comprising run-time adaptation capabilities and the software artifacts required to support adaptation.

Erik M. Fredericks↗
NASA NTRS2003

Legacy and Emergence of Spaceport Technology Development at the Kennedy Space Center

Kennedy Space Center (KSC) has a long and successful legacy in the checkout and launch of missiles and space vehicles. These operations have become significantly more complex, and their evolution has driven the need for many technology developments. Unanticipated events have also underscored the need for a local, highly responsive technology development and testing capability. This evolution is briefly described, as well as the increasing level of technology capability at KSC. The importance of these technologies in achieving past national space goals suggests that the accomplishment of low-cost and reliable access to space will depend critically upon KSC's future success in developing spaceport technologies. This paper concludes with a description KSC's current organizational approach and major thrust areas in technology development. The first phase of our historical review focuses on the development and testing of field- deployable short- and intermediate-range ballistic missiles (1953 to 1958). These vehicles are later pressed into service as space launchers. The second phase involves the development of large space lift vehicles culminating in the Saturn V launches (1959 to 1975). The third phase addresses the development and operations of the partially reusable launch vehicle, Space Shuttle (1976 to 2000). In the current era, KSC is teaming with the U.S. Air Force (AF), industry, academia, and other partners to identify and develop Spaceport and Range Technologies necessary to achieve national space goals of lower-cost and higher-reliability space flight.

Starr, Stanley↗
NASA NTRS2023

Research and Technology Challenges for Human Data Analysts in Future Safety Management Systems

Enabling new and novel concepts of operations for Advanced Air Mobility poses an important need to evolve current safety management systems (SMS) and is posited to be realized through advances in Machine Learning (ML) Data Sciences and Artificial Intelligence. The “In-time Aviation Safety Management System” (IASMS) concept of operations supports the need to evolve today’s SMS to become more tailorable, scalable, and interoperable in response to forecasted changes expected for the future airspace system. Key to IASMS is integration of proactive and predictive ML algorithms trained to provide “in time” detection and mitigation of hazards and emergent risks through new methods and novel data types. IASMS research and technology development includes human factors design considerations for these systems to include human-system teaming, innovations in human interfaces and management of complex digital data information, human-system interaction/model-based system engineering, and verification and validation for data assurance and trust.

Chad L Stephens↗
NASA NTRSDate not supplied

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↗