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NASA NTRS2011

Project Management Meets Change Management - A Success Story. Focus Area: Tech Perspectives TI012SN

Utilizing the concepts and terminology from Project Management, the process of planning and executing a Change Management (CM) Infrastructure improvement project is described. The primary audience for this presentation includes both experienced and relatively new CM administrators and their managers. It also includes anyone with an interest in the application of project management knowledge to CM administration. There are several benefits: the complexity of the CM tool technology is more manageable, CM administrators get to use project management knowledge to complete a project (not "firefighting"), improve relations with your customers (that means developers and managers), and get the opportunity to do it again.

Hall, Wayne↗

NASA NTRS1995

Pilot opinions on high level flight deck automation issues: Toward the development of a design philosophy

There has been much concern in recent years about the rapid increase in automation on commercial flight decks. The survey was composed of three major sections. The first section asked pilots to rate different automation components that exist on the latest commercial aircraft regarding their obtrusiveness and the attention and effort required in using them. The second section addressed general 'automation philosophy' issues. The third section focused on issues related to levels and amount of automation. The results indicate that pilots of advanced aircraft like their automation, use it, and would welcome more automation. However, they also believe that automation has many disadvantages, especially fully autonomous automation. They want their automation to be simple and reliable and to produce predictable results. The biggest needs for higher levels of automation were in pre-flight, communication, systems management, and task management functions, planning as well as response tasks, and high workload situations. There is an irony and a challenge in the implications of these findings. On the one hand pilots would like new automation to be simple and reliable, but they need it to support the most complex part of the job--managing and planning tasks in high workload situations.

Tenney, Yvette J.↗

NASA NTRS2007

Managing Uncertainty Due to a Fundamental Error Source Arising from Scatterer Distribution Complexity in Radar Remote Sensing of Precipitation

The assumption that cloud and rain drops are spatially distributed according to a Poisson distribution within a scattering volume probed by a radar being used to estimate precipitation has represented bedrock theory in establishing 'rules of the game' for pulse averaging--the process needed to beat down noise to an acceptable level in the measurement of radar reflectivity factor. Based on relatively recent observations of 'realistic' spatial distributions of hydrometeor scatterers in a cloudy atmosphere motivates a renewed examination of the consequences of using a too simplified assumption underlying volume scattering--particularly in regards to the standard pulse averaging rule. Our investigation addresses two extremes, simple to complex, insofar as allowed for complexities in an underlying scatterer distribution. It is demonstrated that as the spatial distribution ranges from Poisson (a narrow distribution) to multi-fractal (much broader distribution), uncertainty in a measurement increases if the rule for pulse averaging goes unchanged from its Poisson distribution reference county. [A bounded cascade is used for the multi-fractal distribution, a regularly observed distribution vis-a-vis cloud liquid water content.] The resultant measurement uncertainty leads to a fundamental source of error in the estimation of rain rate from radar measurements, one that has been disregarded since the early 1950s when radar sets first began to be used for rainfall measuring. It is shown how this source of error can be 'managed'--under the assumption that number of data analysis experiments would be carried out, experiments involving pulse-by-pulse measurements obtained from a radar set modified to output individual pulses of reflectivity factor. For practical applications, a new parameter called normalized k-sample intensity invariance is developed to enable defining the required pulse average count according to a preferred degree of uncertainty.

Smith, Eric A.↗

NASA NTRS1994

Combat Agility Management System (CAMS)

The proper management of energy becomes a complex task in fighter aircraft which have high angle of attack (AOA) capability. Maneuvers at high AOA are accompanied by high bleed rates (velocity decrease), a characteristic that is usually undesirable in a typical combat arena. Eidetics has developed under NASA SBIR Phase 1 and NAVAIR SBIR Phase 2 contracts a system which allows a pilot to more easily and effectively manage the trade-off of energy (airspeed or altitude) for turn rate while not imposing hard limits on the high AOA nose pointing capability that can be so important in certain air combat maneuver situations. This has been accomplished by incorporating a two-stage angle of attack limiter into the flight control laws. The first stage sets a limit on AOA to achieve a limit on the maximum bleed rate (selectable) by limiting AOA to values which are dependent on the aircraft attitude and dynamic pressure (or flight path, velocity, and altitude). The second stage sets an AOA limit near the AOA for C(sub l max). One of the principal benefits of such a system is that it enables a low-experience pilot to become much more proficient at managing his energy. The Phase 2 simulation work is complete, and an exploratory flight test on the F-18 HARV is planned for the Fall of 1994 to demonstrate/validate the concept.

Skow, Andrew↗

NASA NTRS1976

An approach to improve management visibility within the procurement and financial group at Goldstone

Improvements in the operational efficiency of the data management systems at the Goldstone Deep Space Communications Complex (GDSCC) are discussed. This addresses the existing procurement and financial management data system at GDSCC, identifies management requirements for better visibility, describes a proposed computerized data management system, summarizes results to data, and identifies plans for future development.

Maiocco, F. R.↗

NASA NTRS2011

System Oriented Runway Management: A Research Update

The runway configuration used by an airport has significant implications with respect to its capacity and ability to effectively manage surface and airborne traffic. Aircraft operators rely on runway configuration information because it can significantly affect an airline's operations and planning of their resources. Current practices in runway management are limited by a relatively short time horizon for reliable weather information and little assistance from automation. Wind velocity is the primary consideration when selecting a runway configuration; however when winds are below a defined threshold, discretion may be used to determine the configuration. Other considerations relevant to runway configuration selection include airport operator constraints, weather conditions (other than winds) traffic demand, user preferences, surface congestion, and navigational system outages. The future offers an increasingly complex landscape for the runway management process. Concepts and technologies that hold the potential for capacity and efficiency increases for both operations on the airport surface and in terminal and enroute airspace are currently under investigation. Complementary advances in runway management are required if capacity and efficiency increases in those areas are to be realized. The System Oriented Runway Management (SORM) concept has been developed to address this critical part of the traffic flow process. The SORM concept was developed to address all aspects of runway management for airports of varying sizes and to accommodate a myriad of traffic mixes. SORM, to date, addresses the single airport environment; however, the longer term vision is to incorporate capabilities for multiple airport (Metroplex) operations as well as to accommodate advances in capabilities resulting from ongoing research. This paper provides an update of research supporting the SORM concept including the following: a concept of overview, results of a TRCM simulation, single airport and Metroplex modeling effort and a benefits assessment.

Lohr, Gary W.↗

NASA NTRS2012

Measurement Via Optical Near-Nulling and Subaperture Stitching

A subaperture stitching interferometer system provides near-nulling of a subaperture wavefront reflected from an object of interest over a portion of a surface of the object. A variable optical element located in the radiation path adjustably provides near-nulling to facilitate stitching of subaperture interferograms, creating an interferogram representative of the entire surface of interest. This enables testing of aspheric surfaces without null optics customized for each surface prescription. The surface shapes of objects such as lenses and other precision components are often measured with interferometry. However, interferometers have a limited capture range, and thus the test wavefront cannot be too different from the reference or the interference cannot be analyzed. Furthermore, the performance of the interferometer is usually best when the test and reference wavefronts are nearly identical (referred to as a null condition). Thus, it is necessary when performing such measurements to correct for known variations in shape to ensure that unintended variations are within the capture range of the interferometer and accurately measured. This invention is a system for nearnulling within a subaperture stitching interferometer, although in principle, the concept can be employed by wavefront measuring gauges other than interferometers. The system employs a light source for providing coherent radiation of a subaperture extent. An object of interest is placed to modify the radiation (e.g., to reflect or pass the radiation), and a variable optical element is located to interact with, and nearly null, the affected radiation. A detector or imaging device is situated to obtain interference patterns in the modified radiation. Multiple subaperture interferograms are taken and are stitched, or joined, to provide an interferogram representative of the entire surface of the object of interest. The primary aspect of the invention is the use of adjustable corrective optics in the context of subaperture stitching near-nulling interferometry, wherein a complex surface is analyzed via multiple, separate, overlapping interferograms. For complex surfaces, the problem of managing the identification and placement of corrective optics becomes even more pronounced, to the extent that in most cases the null corrector optics are specific to the particular asphere prescription and no others (i.e. another asphere requires completely different null correction optics). In principle, the near-nulling technique does not require subaperture stitching at all. Building a near-null system that is practically useful relies on two key features: simplicity and universality. If the system is too complex, it will be difficult to calibrate and model its manufacturing errors, rendering it useless as a precision metrology tool and/or prohibitively expensive. If the system is not applicable to a wide range of test parts, then it does not provide significant value over conventional null-correction technology. Subaperture stitching enables simpler and more universal near-null systems to be effective, because a fraction of a surface is necessarily less complex than the whole surface (excepting the extreme case of a fractal surface description). The technique of near-nulling can significantly enhance aspheric subaperture stitching capability by allowing the interferometer to capture a wider range of aspheres. More over, subaperture stitching is essential to a truly effective near-nulling system, since looking at a fraction of the surface keeps the wavefront complexity within the capability of a relatively simple nearnull apparatus. Furthermore, by reducing the subaperture size, the complexity of the measured wavefront can be reduced until it is within the capability of the near-null design.

Forbes, Greg↗

NASA NTRS1989

Electrical, Electronic, and Electromechanical (EEE) parts management and control requirements for NASA space flight programs

This document establishes electrical, electronic, and electromechanical (EEE) parts management and control requirements for contractors providing and maintaining space flight and mission-essential or critical ground support equipment for NASA space flight programs. Although the text is worded 'the contractor shall,' the requirements are also to be used by NASA Headquarters and field installations for developing program/project parts management and control requirements for in-house and contracted efforts. This document places increased emphasis on parts programs to ensure that reliability and quality are considered through adequate consideration of the selection, control, and application of parts. It is the intent of this document to identify disciplines that can be implemented to obtain reliable parts which meet mission needs. The parts management and control requirements described in this document are to be selectively applied, based on equipment class and mission needs. Individual equipment needs should be evaluated to determine the extent to which each requirement should be implemented on a procurement. Utilization of this document does not preclude the usage of other documents. The entire process of developing and implementing requirements is referred to as 'tailoring' the program for a specific project. Some factors that should be considered in this tailoring process include program phase, equipment category and criticality, equipment complexity, and mission requirements. Parts management and control requirements advocated by this document directly support the concept of 'reliability by design' and are an integral part of system reliability and maintainability. Achieving the required availability and mission success objectives during operation depends on the attention given reliability and maintainability in the design phase. Consequently, it is intended that the requirements described in this document are consistent with those of NASA publications, 'Reliability Program Requirements for Aeronautical and Space System Contractors,' NHB 5300.4(1A-l); 'Maintainability Program Requirements for Space Systems,' NHB 5300.4(1E); and 'Quality Program Provisions for Aeronautical and Space System Contractors,' NHB 5300.4(1B).

Source record↗

NASA NTRSDate not supplied

A Concept of Operations (ConOps) of an In-time Aviation Safety Management System (IASMS) for Advanced Air Mobility (AAM)

The growth of new emerging operations involving Advanced Air Mobility (AAM) necessitates developing a perspective for an In-time Aviation Safety Management System (IASMS). This perspective advances from the National Academies report on IASMS and its recommendation for developing a Concept of Operations (ConOps) for IASMS. A ConOps has been developed for In-time System-Wide Safety Assurance (ISSA) from which the IASMS ConOps pivots to provide a robust scope commensurate with the broad vision defined by the National Academies. The IASMS ConOps focuses on emerging operations and spans innovations in Unmanned Aircraft System (UAS) and an increasingly complex ecosystem comprised of a widening mix of vehicles and technologies, Urban Air Mobility (UAM) with industry-federated services, traditional operations, as well as new supersonic aircraft and space launch systems.The challenge for the IASMS ConOps is to be broad to encompass innovations in the coming years and decades while agile to ensure levels of safety compatible with operational and certification requirements of the National Airspace System (NAS). The IASMS ConOps interweaves increasing complexity of operational safety capabilities and unlocking UAS Maturity Levels (UMLs). The relationships between increased complexity of automation and automated systems, fewer operators who are not as traditionally higher skilled, more complex operational environments, and aviation operations management with mixed aircraft and equipage pose a multi-dimensional space for IASMS capabilities essential for safety assurance and risk management. Instantiating IASMS capabilities and how they would be integral to AAM operations and increasing maturity of UAM could be accomplished through a series of Safety Demonstrators. These Safety Demonstrators could provide increased understanding and insight into use of controls for risk mitigation, means of compliance for certification, and operational experience with safety services such as in relation to contingency management. The IASMS capabilities can be viewed as initially residing with the vehicle, airspace, and Supplemental Data Service Provider (SDSP). For example, vehicle capabilities include communications including the command and control link, Remote Identification (ID), conflict advisory/alerting, and UAS system monitoring. These capabilities monitor and assess data such as battery health, aircraft state, and human performance. Complexity of ISAMS capabilities depends on a number of factors. These factors are intendedonly as a notional categorization with the purpose being to reflect the complexity of the AAM ecosystem that would drive up the complexity of ISSA capabilities including systems, sensors, models, standards, and controls. Factors could include the Vehicle Flight Management, Environment, Airspace, and Contingency Management. Each of these factors can be comprised of multiple sub-factors that contribute to increasing complexity. For example, Airspace at a lower level of complexity could be dedicated to UTM operations that are unmonitored, and at a higher level of complexity could involve mixed UTM and ATM operations. The IASMS concept includes safety services that provide data and information to different participants in AAM. The roles and responsibilities of participants can be defined using the Responsible-Accountable-Consulted-Informed (RACI) analysis. For example, for the safety service involving the Remote ID, the Operator would be accountable for providing the data, the Vehicle would be responsible for transmitting it, and the USS, SDSP, Vertiports, FIMS (FAA), and Public Entities such as safety services would be informed by receiving the data. The IASMS ConOps identifies the capabilities needed for risk mitigation and safety assurance in the increasingly complex national airspace. The ConOps serves as a pathway for engaging with industry to gain operational experience including through the Safety Demonstrator series, the RACI analysis, and operational complexity factors. The ConOps serves to integrate these different perspectives to build a cohesive and cogent approach to an AAM safety management system.

In-Time Aviation Safety Management System↗

NASA NTRS2008

Launch and Landing Effects Ground Operations (LLEGO) Model

LLEGO is a model for understanding recurring launch and landing operations costs at Kennedy Space Center for human space flight. Launch and landing operations are often referred to as ground processing, or ground operations. Currently, this function is specific to the ground operations for the Space Shuttle Space Transportation System within the Space Shuttle Program. The Constellation system to follow the Space Shuttle consists of the crewed Orion spacecraft atop an Ares I launch vehicle and the uncrewed Ares V cargo launch vehicle. The Constellation flight and ground systems build upon many elements of the existing Shuttle flight and ground hardware, as well as upon existing organizations and processes. In turn, the LLEGO model builds upon past ground operations research, modeling, data, and experience in estimating for future programs. Rather than to simply provide estimates, the LLEGO model s main purpose is to improve expenses by relating complex relationships among functions (ground operations contractor, subcontractors, civil service technical, center management, operations, etc.) to tangible drivers. Drivers include flight system complexity and reliability, as well as operations and supply chain management processes and technology. Together these factors define the operability and potential improvements for any future system, from the most direct to the least direct expenses.

Source record↗

NASA NTRS2000

Scalable Mechanisms for Requirements Interaction Management

Capturing requirements, and managing tradeoffs among them, are critical yet complex activities.

requirements↗

NASA NTRS2009

Using Coupled Models to Study the Effects of River Discharge on Biogeochemical Cycling and Hypoxia in the Northern Gulf of Mexico

We describe emerging capabilities to understand physical processes and biogeoehemical cycles in coastal waters through the use of satellites, numerical models, and ship observations. Emerging capabilities provide significantly improved ability to model ecological systems and the impact of environmental management actions on them. The complex interaction of physical and biogeoehemical processes responsible for hypoxic events requires an integrated approach to research, monitoring, and modeling in order to fully define the processes leading to hypoxia. Our efforts characterizes the carbon cycle associated with river plumes and the export of organic matter and nutrients form coastal Louisiana wetlands and embayments in a spatially and temporally intensive manner previously not possible. Riverine nutrients clearly affect ecosystems in the northern Gulf of Mexico as evidenced in the occurrence of regional hypoxia events. Less known and largely unqualified is the export of organic matter and nutrients from the large areas of disappearing coastal wetlands and large embayments adjacent to the Louisiana Continental Shelf. This project provides new methods to track the river plume along the shelf and to estimate the rate of export of suspended inorganic and organic paniculate matter and dissolved organic matter form coastal habitats of south Louisiana.

COUPLED MODEL↗

NASA NTRS2014

Evolution of Software-Only-Simulation at NASA IV and V

Software-Only-Simulations have been an emerging but quickly developing field of study throughout NASA. The NASA Independent Verification Validation (IVV) Independent Test Capability (ITC) team has been rapidly building a collection of simulators for a wide range of NASA missions. ITC specializes in full end-to-end simulations that enable developers, VV personnel, and operators to test-as-you-fly. In four years, the team has delivered a wide variety of spacecraft simulations that have ranged from low complexity science missions such as the Global Precipitation Management (GPM) satellite and the Deep Space Climate Observatory (DSCOVR), to the extremely complex missions such as the James Webb Space Telescope (JWST) and Space Launch System (SLS).This paper describes the evolution of ITCs technologies and processes that have been utilized to design, implement, and deploy end-to-end simulation environments for various NASA missions. A comparison of mission simulators are discussed with focus on technology and lessons learned in complexity, hardware modeling, and continuous integration. The paper also describes the methods for executing the missions unmodified flight software binaries (not cross-compiled) for verification and validation activities.

Embedded↗

NASA NTRS2015

Dynamic Emulation of NASA Missions for IVandV: A Case Study of JWST and SLS

Software-Only-Simulations are an emerging but quickly developing field of study throughout NASA. The NASA Independent Verification Validation (IVV) Independent Test Capability (ITC) team has been rapidly building a collection of simulators for a wide range of NASA missions. ITC specializes in full end-to-end simulations that enable developers, VV personnel, and operators to test-as-you-fly. In four years, the team has delivered a wide variety of spacecraft simulations ranging from low complexity science missions such as the Global Precipitation Management (GPM) satellite and the Deep Space Climate Observatory (DSCOVR), to the extremely complex missions such as the James Webb Space Telescope (JWST) and Space Launch System (SLS).

Emulation↗

NASA NTRSDate not supplied

Preliminary Evaluation of National Campaign Scenarios for Urban Air Mobility

Urban Air Mobility and Advanced Air Mobility concepts offer a novel method for transportation of passengers and cargo. Whereas the concept may reduce congestion of roads and highways, it also introduces new complexity to the National Airspace in terms of management of such operations. NASA, in partnership with FAA and industry, approaches these complexities with research and development activities such as flight tests and simulations, in order to better understand the impacts and necessary mechanisms by which these operations could be integrated. One example of such research and development activity that NASA is conducting is the Advanced Air Mobility National Campaign effort. Flight-test scenarios were proposed as part of the National Campaign and tested in simulation for evaluation with industry partners prior to the Flight test. This simulation, exercised as an engineering evaluation, provided a data collection opportunity to better understand what iterations and modifications would be needed to successfully demonstrate the flight-test scenarios in order to mature the concept of Urban Air Mobility and Advanced Air Mobility.

urban air mobility↗

NASA NTRSDate not supplied

Preliminary Evaluation of National Campaign Scenarios for Urban Air Mobility

Urban Air Mobility↗

NASA NTRS1993

Planning: Management of predictability and uncertainty and keeping abreast of developments

The purpose of this study is to propose method to set up and control of a space mission plan such as that of the HERMES spaceplane. The interest of this subject, other than its complexity, is due to the need to manage imprecision and uncertainty during a mission, as well as changes in between missions. Under these conditions, the set up and control of a flight plan require certain special attention and this has led us to define a certain number of qualities: mastery of complexity in order to resolve conflicts between activities: configuration, resource and time management; consideration of various criteria such as risk minimization or the attainment of mission objectives; robustness and flexibility to allow for hazards and deviations from the norm during operation without having to draw up new plans; aptness for replanning by making changes to the plan without having to set up the whole plan again; and memorization and explanation facility in order to manage developments between missions.

Bastien-Thiry, Christophe↗

NASA NTRS2024

Launch Complex 39B, SWMU 009, 2023 Performance Monitoring and Air Sparge Expansion Construction Completion Report, Kennedy Space Center, Florida

The 2023 Performance Monitoring and Construction Completion Report (PM-CCR) presents the findings, observations, and results for Air Sparging (AS) operations and expansion activities, as well as sitewide groundwater monitoring for Launch Complex 39B (LC39B), Solid Waste Management Unit (SWMU) 009, at Kennedy Space Center (KSC), Florida. The reporting period for activities covered under this PM-CCR is from January 1, 2023, to December 31, 2023. At LC39B, AS operations began in 2017 in the area west of the launch pad, in the liquid oxygen (LOX) tank area located northwest of the launch pad, and in an area outside of the perimeter fence to protect nearby Outstanding Florida Waters (OFW). The LC39B AS system was installed with 279 AS wells to depths ranging from 23 to 60 feet below land surface (bls), including the sump, correlating to top of screen depths ranging from 20 to 57 feet bls. In December 2022, a total of 22 AS wells were abandoned to support launch pad crane operations, and in November 2023, the system was expanded with five additional AS wells installed to 13 or 17 feet bls near the LOX tank. The remedial objective of the LC39B AS Interim Measure (IM) is to actively decrease concentrations of contaminants of concern (COCs) in groundwater, specifically trichloroethene (TCE), cis-1,2-Dichloroethene (cDCE), and vinyl chloride (VC), to less than their respective Natural Attenuation Default Concentrations (NADCs), so LC39B can transition into a Long-Term Monitoring (LTM) program. This PM-CCR presents the following information for LC39B: • AS system operations and maintenance (O&M) (Year 7 of operation) from January 2023 to December 2023, to include AS trailer relocation in March 2023 and subsequent replacement and re-start in June 2023. • Construction completion details for AS system expansion, which included installation of five new AS wells and one new monitoring well in November 2023. As part of expansion activities, soil samples were also collected for petroleum analysis; no exceedances were identified, and no further investigation for petroleum is warranted. • Performance monitoring results for groundwater sampling events conducted in May/June 2023 (30 wells) and November 2023 (31 wells) in the AS IM area and in the Low Concentration Plume (LCP) areas located north and east of the launch pad for volatile organic compound (VOC) analysis. • Sampling results for one monitoring well, LOX-IW0012S, which is sampled for aluminum on an annual basis (May/June 2023). This well was resampled in November 2023 for both total and dissolved aluminum. Due to a communication error with the laboratory, the May/June 2023 sample was analyzed for total aluminum only. • Groundwater sampling results for per- and polyfluoroalkyl substances (PFAS) collected from seven monitoring wells during the May/June 2023 event to further investigate the Former Sewage Treatment Plant #6 and Percolation Pond area, west of the launch pad. O&M and performance monitoring results show that the AS system at LC39B is operating as designed and meeting performance criteria. Overall runtime was 45 percent (%) during the reporting period (January to December), but the operational runtime was 78% during the timeframe when the system could run (June to December). The most significant downtime contributor was post-launch crane operations following the Artemis launch on November 16, 2022, which lasted until June 2023. During that timeframe, the AS trailer at LC39B was relocated to another KSC remediation site (Wilson Corners) and was subsequently replaced with the AS trailer from the Paint & Oil Locker (POL) remediation site at KSC to resume AS system operations. Performance monitoring results in the AS IM and LCP areas continue to show reduction in COC concentrations over time when compared to baseline levels. In 2023, only one monitoring well (MW0048) detected a COC exceeding its NADC (VC at 740 micrograms per liter [µg/L]), which marks the baseline result for this new well installed during system expansion. Across the rest of the site, VC concentrations have declined or remained stable during the 2023 sampling events. Excluding MW0048, the highest VC result in 2023 was during the May/June sampling event with a concentration of 63 µg/L at MW0032, which is located near MW0048 and the AS expansion area by the LOX tank. TCE was detected in select monitoring wells in the IM area in 2023, but only two locations exceeded the State of Florida Groundwater Cleanup Target Level (GCTL): MW0032 (21 µg/L in May/June 2023 and 9.1 µg/L in November 2023) and MW0036 (5.0 µg/L in November 2023). MW0036 is also located near the LOX tank, on the north side, where the AS system is still operational (Zone Z4). cDCE and trans-1,2-dichloroethene concentrations were less than laboratory method detection limits or their respective GCTLs in all wells sampled in 2023. Near the OFW located northwest of the launch complex, all COC concentrations were less than laboratory method detection limits from monitoring wells (MW0039, MW0040, and LOXTA0002S) sampled in 2023. Aluminum results from LOX-IW0012S, which has been sampled routinely since 2006, detected a total aluminum concentration of 3,900 µg/L during the May/June 2023 sampling event. Results from the November 2023 event detected 5,700 µg/L for total aluminum and 5,500 µg/L for dissolved aluminum. These concentrations slightly decreased from the previous year but remain relatively consistent with historical detections. Aluminum will continue to be sampled on an annual basis at this well as results still exceed the GCTL of 200 µg/L and the Upper Limit of the KSC Background Concentration of 280 µg/L. PFAS results detected nine different PFAS compounds (out of 32 analyzed) from seven wells sampled. Two PFAS compounds, perfluorooctanesulfonic acid (PFOS) and perfluorooctanoic acid (PFOA), currently have FDEP Provisional GCTLs of 70 nanograms per liter (ng/L). All seven samples collected resulted in concentrations less than the FDEP Provisional GCTLs for both PFAS compounds; no exceedances were observed. PFOS and PFOA also have assigned United States Environmental Protection Agency (USEPA) Maximum Contaminant Levels (MCLs) of 4 nanograms per liter (ng/L). None of the PFOS results exceeded the USEPA MCLs. PFOA was detected in two samples above the USEPA MCL at concentrations of 5.8 ng/L (ECS-IW0009I) and 5.5 ng/L (ECS-IW0009S). Three other PFAS compounds, perfluorohexanesulfonic acid (PFHxS), perfluoro-n-nonanoic acid (PFNA), and hexafluoropropylene oxide dimer acid (GenX), currently have USEPA MCLs of 10 ng/L. PFHxS, PFNA, and GenX were not detected at concentrations greater than their respective USEPA MCLs in any of the seven wells. PFAS compounds without FDEP Provisional GCTLs or USEPA MCLs were screened against USEPA RSLs. No other detections exceeded their respective USEPA RSLs. Additional PFAS sampling will be conducted as part of a future PFAS Site Assessment. Based on O&M activities and performance monitoring, the following is recommended for LC39B: • Continue with Year 8 AS system operation within Zone Z4, which includes the AS expansion area. Zone Z3, which has been off since 2018, should remain off as no rebound has been observed. Zones Z1 and Z2, which were turned off at the end of 2022, will remain shut down as monitoring well results have consistently been below GCTLs or have low-level detections with stable or decreasing trends (Meeting Minute 2402-M10, Decision 2402-D30). • Continue with performance monitoring in 2024 with the same monitoring well network as 2023, except with the addition of MW0048 in both semi-annual events. Baseline concentrations for this well were collected during the November 2023 performance monitoring event. Semi-annual sampling should be planned for the May 2024 and November 2024 timeframes (Meeting Minute 2402-M10, Decision 2402-D31). • Continue sampling monitoring well, LOX-IW0012S, for aluminum (total and dissolved) on an annual basis in May 2024. It is also recommended to re-develop this well prior to the next sampling event (Meeting Minute 2402-M10, Decision 2402-D32). The above recommendations for LC39B were presented at the February 2024 KSCRT Meeting, with Team consensus reached on the path forward. The contents of this PM-CCR were also presented at this meeting.

Deborah M Wilson↗