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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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All sourcesNASA NTRSDOE OSTI
NASA NTRS2005

JSC Pharmacy Services for Remote Operations

The Johnson Space Center Pharmacy began operating in March of 2003. The pharmacy serves in two main capacities: to directly provide medications and services in support of the medical clinics at the Johnson Space Center, physician travel kits for NASA flight surgeon staff, and remote operations, such as the clinics in Devon Island, Star City and Moscow; and indirectly provide medications and services for the International Space Station and Space Shuttle medical kits. Process changes that occurred and continued to evolve in the advent of the installation of the new JSC Pharmacy, and the process of stocking medications for each of these aforementioned areas will be discussed. Methods: The incorporation of pharmacy involvement to provide services for remote operations and supplying medical kits was evaluated. The first step was to review the current processes and work the JSC Pharmacy into the existing system. The second step was to provide medications to these areas. Considerations for the timeline of expiring medications for shipment are reviewed with each request. The third step was the development of a process to provide accountability for the medications. Results: The JSC Pharmacy utilizes a pharmacy management system to document all medications leaving the pharmacy. Challenges inherent to providing medications to remote areas were encountered. A process has been designed to incorporate usage into the electronic medical record upon return of the information from these remote areas. This is an evolving program and several areas have been identified for further improvement.

Stoner, Paul S.↗
NASA NTRS2013

An Overview of the Microgravity Science Glovebox (MSG) Facility and the Research Performed in the MSG on the International Space Station (ISS)

The Microgravity Science Glovebox (MSG) is a rack facility aboard the International Space Station (ISS) designed for investigation handling. The MSG was built by the European Space Agency (ESA) which also provides sustaining engineering support for the facility. The MSG has been operating on the ISS since July 2002 and is currently located in the US Laboratory Module. The unique design of the facility allows it to accommodate science and technology investigations in a "workbench" type environment. The facility has an enclosed working volume that is held at a negative pressure with respect to the crew living area. This allows the facility to provide two levels of containment for small parts, particulates, fluids, and gases. This containment approach protects the crew from possible hazardous operations that take place inside the MSG work volume. Research investigations operating inside the MSG are provided a large 255 liter enclosed work space, 1000 watts of dc power via a versatile supply interface (120, 28, +/- 12, and 5 Vdc), 1000 watts of cooling capability, video and data recording and real time downlink, ground commanding capabilities, access to ISS Vacuum Exhaust and Vacuum Resource Systems, and gaseous nitrogen supply. These capabilities make the MSG one of the most utilized facilities on ISS. The MSG has been used for over 14500 hours of scientific payload operations. MSG investigations involve research in cryogenic fluid management, fluid physics, spacecraft fire safety, materials science, combustion, plant growth, and life support technology. The MSG facility is operated by the Payloads Operations Integration Center at Marshall Space flight Center. Payloads may also operate remotely from different telescience centers located in the United States and Europe. The investigative Payload Integration Manager (iPIM) is the focal to assist organizations that have payloads operating in the MSG facility. NASA provides an MSG engineering unit for payload developers to verify that their hardware is operating properly before actual operation on the ISS. This paper will provide an overview of the MSG facility, a synopsis of the research that has already been accomplished in the MSG, and an overview of video and biological upgrades.

Jordan, Lee P.↗
NASA NTRS2016

Overview of the Microgravity Science Glovebox (MSG) Facility and the Research Performed in the MSG

The Microgravity Science Glovebox (MSG) is a rack facility aboard the International Space Station (ISS) designed for investigation handling. The MSG was built by the European Space Agency (ESA) which also provides sustaining engineering support for the facility. The MSG has been operating on the ISS since July 2002 and is currently located in the US Laboratory Module. The unique design of the facility allows it to accommodate science and technology investigations in a "workbench" type environment. The facility has an enclosed working volume that is held at a negative pressure with respect to the crew living area. This allows the facility to provide two levels of containment for small parts, particulates, fluids, and gases. This containment approach protects the crew from possible hazardous operations that take place inside the MSG work volume. Research investigations operating inside the MSG are provided a large 255 liter enclosed work space, 1000 watts of direct current power via a versatile supply interface (120, 28, plus or minus 12, and 5 volts direct current), 1000 watts of cooling capability, video and data recording and real time downlink, ground commanding capabilities, access to ISS Vacuum Exhaust and Vacuum Resource Systems, and gaseous nitrogen supply. These capabilities make the MSG one of the most utilized facilities on ISS. The MSG has been used for over 27,000 hours of scientific payload operations. MSG investigations involve research in cryogenic fluid management, fluid physics, spacecraft fire safety, materials science, combustion, plant growth, biological studies and life support technology. The MSG facility is operated by the Payloads Operations Integration Center at Marshall Space Flight Center. Payloads may also operate remotely from different telescience centers located in the United States and Europe. The Investigative Payload Integration Manager (IPIM) is the focal to assist organizations that have payloads operating in the MSG facility. NASA provides an MSG engineering unit for payload developers to verify that their hardware is operating properly before actual operation on the ISS. This poster will provide an overview of the MSG facility, a synopsis of the research that has already been accomplished in the MSG, and an overview of video and biological upgrades. The author would like to acknowledge Teledyne Brown Engineering and the entire MSG Team for their inputs into this poster.

Jordan, Lee↗
NASA NTRS1978

GCF HSD error control

A selective repeat automatic repeat request (ARQ) system was implemented under software control in the Ground Communications Facility error detection and correction (EDC) assembly at JPL and the comm monitor and formatter (CMF) assembly at the DSSs. The CMF and EDC significantly improved real time data quality and significantly reduced the post-pass time required for replay of blocks originally received in error. Since the remote mission operation centers (RMOCs) do not provide compatible error correction equipment, error correction will not be used on the RMOC-JPL high speed data (HSD) circuits. The real time error correction capability will correct error burst or outage of two loop-times or less for each DSS-JPL HSD circuit.

Hung, C. K.↗
NASA NTRS2005

Autonomous Systems, Robotics, and Computing Systems Capability Roadmap: NRC Dialogue

Contents include the following: Introduction. Process, Mission Drivers, Deliverables, and Interfaces. Autonomy. Crew-Centered and Remote Operations. Integrated Systems Health Management. Autonomous Vehicle Control. Autonomous Process Control. Robotics. Robotics for Solar System Exploration. Robotics for Lunar and Planetary Habitation. Robotics for In-Space Operations. Computing Systems. Conclusion.

Zornetzer, Steve↗
NASA NTRSDate not supplied

Human Autonomy Teaming - m:N Operations

The principles and reasons for employing Human Autonomy Teaming is discussed. Application of these techniques to multi-vehicle control is described. In several operational environments from small drone delivery to air taxi to autonomous cargo, many companies will need technologies that will allow for the operation of an unmanned aircraft (UAS or eVTOL) by a small crew of individuals that are located in a remote network operations center. That is, Multiple operators supervising an increasing Number of vehicles (M:N). This will require a new control/supervisory paradigm where the supervisors team with automation to achieve their joint tasks; Human Autonomy Teaming (HAT). This task will follow the HAT philosophy and tenants (e.g., trust, bi-directional communication, pilot directed interfaces). It will also develop and employ specific HAT tools (e.g., playbook, working agreements, predictive timeline displays, transparent interfaces to build trust).

multi-vehicle control↗
NASA NTRSDate not supplied

NASA HAT Lab Activities

The principles and reasons for employing Human Autonomy Teaming is discussed. Application of these techniques to multi-vehicle control is described. In several operational environments from small drone delivery to air taxi to autonomous cargo, many companies will need technologies that will allow for the operation of an unmanned aircraft (UAS or eVTOL) by a small crew of individuals that are located in a remote network operations center. That is, Multiple operators supervising an increasing Number of vehicles (M:N). This will require a new control/supervisory paradigm where the supervisors team with automation to achieve their joint tasks; Human Autonomy Teaming (HAT). This task will follow the HAT philosophy and tenants (e.g., trust, bi-directional communication, pilot directed interfaces). It will also develop and employ specific HAT tools (e.g., playbook, working agreements, predictive timeline displays, transparent interfaces to build trust).

multi-vehicle control↗
NASA NTRSDate not supplied

Eye Glance Behaviors of Ground Control Station Operators in a Simulated Urban Air Mobility Environment

Research into concepts such as advanced air mobility (AAM) and urban air mobility (UAM) offers an opportunity for successfully and safely adding new classes of vehicles into the National Airspace System. However, a need exists for research into the human factors associated with these concepts. In this paper, we evaluate the gaze behaviors of three remote ground control station operators (GCSOs) conducting simulated UAM operations. The participants monitored and controlled an unmanned aircraft system (UAS) from pre-flight to landing using ground control station (GCS) software across nine scenarios within a remote UAS operations center at NASA Langley Research Center (LaRC). As this work was exploratory, descriptive statistics were calculated to provide some initial insight into GCSO gaze patterns associated with the GCS display. Scenarios that required the operator to directly interact with an airspace scheduling system off-screen resulted in fewer on-screen glances than scenarios that did not include direct interactions with the off-screen system. After investigating several areas of interest (AOIs) within the GCS display, participants primarily viewed three AOIs: the map, vehicle status, and operations checklist. The results yielded several GCS design and operational improvement recommendations to include: (a) adding altitude information to the vehicle icon, (b) adding additional traffic information, and (c) including additional GCS training, to reduce the need to scan an operations checklist, which would allow allocation of visual attention towards other AOIs.

Urban Air Mobility↗
NASA NTRSDate not supplied

m:N Working Group

The principles and reasons for employing Human Autonomy Teaming is discussed. Application of these techniques to multi-vehicle control is described. In several operational environments from small drone delivery to air taxi to autonomous cargo, many companies will need technologies that will allow for the operation of an unmanned aircraft (UAS or eVTOL) by a small crew of individuals that are located in a remote network operations center. That is, Multiple operators supervising an increasing Number of vehicles (M:N). This will require a new control/supervisory paradigm where the supervisors team with automation to achieve their joint tasks; Human Autonomy Teaming (HAT). This task will follow the HAT philosophy and tenants (e.g., trust, bi-directional communication, pilot directed interfaces). It will also develop and employ specific HAT tools (e.g., playbook, working agreements, predictive timeline displays, transparent interfaces to build trust). This presentation discusses the background and progress of the m:N working group.

multi-vehicle control↗
NASA NTRSDate not supplied

Future Operations

The principles and reasons for employing Human Autonomy Teaming is discussed. Application of these techniques to multi-vehicle control is described. In several operational environments from small drone delivery to air taxi to autonomous cargo, many companies will need technologies that will allow for the operation of an unmanned aircraft (UAS or eVTOL) by a small crew of individuals that are located in a remote network operations center. That is, Multiple operators supervising an increasing Number of vehicles (M:N). This will require a new control/supervisory paradigm where the supervisors team with automation to achieve their joint tasks; Human Autonomy Teaming (HAT). This task will follow the HAT philosophy and tenants (e.g., trust, bi-directional communication, pilot directed interfaces). It will also develop and employ specific HAT tools (e.g., playbook, working agreements, predictive timeline displays, transparent interfaces to build trust). This presentation discusses the future of GCS control stations and need for Human Systems Integration.

multi-vehicle control↗
NASA NTRSDate not supplied

m:N Operations and Future

The principles and reasons for employing Human Autonomy Teaming is discussed. Application of these techniques to multi-vehicle control is described. In several operational environments from small drone delivery to air taxi to autonomous cargo, many companies will need technologies that will allow for the operation of an unmanned aircraft (UAS or eVTOL) by a small crew of individuals that are located in a remote network operations center. That is, Multiple operators supervising an increasing Number of vehicles (M:N).This will require a new control/supervisory paradigm where the supervisors team with automation to achieve their joint tasks; Human Autonomy Teaming (HAT).This task will follow the HAT philosophy and tenants (e.g., trust, bi-directional communication, pilot directed interfaces). It will also develop and employ specific HAT tools (e.g., playbook, working agreements, predictive timeline displays, transparent interfaces to build trust). This presentation discusses the barriers and requirements for future m:N operations.

multi-vehicle control↗
NASA NTRS2024

Vertiport Management from Simulation to Flight: Continued Human Factors Assessment of Vertiport Operations

The Urban Air Mobility concept envisions a new future for transportation in urban environments, primarily focused around vertiport operations. A vertiport refers to an identifiable ground or elevated area used for the vertical takeoff and landing of an aircraft. One critical role within vertiport operations that has been proposed but is under-researched is the vertiport manager. The vertiport manager is expected to manage the ground-to-air operations at the vertiport, but their precise responsibilities, tasks, and challenges are currently undefined. The High Density Vertiplex Subproject at NASA is responsible for developing and testing technologies, concepts, and architectures that will support the infrastructure needed for terminal environments around vertiports. Our previous work investigated ground control station operators performing simulated and live flight operations within a remote operations environment. In the current study, we extended from our previous work to explore the role of a vertiport manager. Specifically, we investigated five participants serving as a vertiport manager across both simulated and live flight operations. We performed multiple knowledge elicitation techniques, a thematic content analysis of qualitative data, and naturalistic observations to create a list of insights, design and training recommendations, and a simplified cognitive task diagram of the vertiport manager’s primary task. Findings from this study are discussed within the context of the current debate on the degree to which this role should be automated. A third alternative is suggested to allow a human vertiport manager to be successful by teaming with increasingly autonomous systems, designing the role to improve safety and efficiency of Urban Air Mobility operations.

AAM↗
NASA NTRS2024

Vertiport Management from Simulation to Flight: Continued Human Factors Assessment of Vertiport Operations

The Urban Air Mobility concept envisions a new future for transportation in urban environments, primarily focused around vertiport operations. A vertiport refers to an identifiable ground or elevated area used for the vertical takeoff and landing of an aircraft. One critical role within vertiport operations that has been proposed but is under-researched is the vertiport manager. The vertiport manager is expected to manage the ground-to-air operations at the vertiport, but their precise responsibilities, tasks, and challenges are currently undefined. The High Density Vertiplex Subproject at NASA is responsible for developing and testing technologies, concepts, and architectures that will support the infrastructure needed for terminal environments around vertiports. Our previous work investigated ground control station operators performing simulated and live flight operations within a remote operations environment. In the current study, we extended from our previous work to explore the role of a vertiport manager. Specifically, we investigated five participants serving as a vertiport manager across both simulated and live flight operations. We performed multiple knowledge elicitation techniques, a thematic content analysis of qualitative data, and naturalistic observations to create a list of insights, design and training recommendations, and a simplified cognitive task diagram of the vertiport manager’s primary task. Findings from this study are discussed within the context of the current debate on the degree to which this role should be automated. A third alternative is suggested to allow a human vertiport manager to be successful by teaming with increasingly autonomous systems, designing the role to improve safety and efficiency of Urban Air Mobility operations.

AAM↗
NASA NTRSDate not supplied

Life Sciences Glovebox (LSG)

The Life Sciences Glovebox (LSG) accommodates life science and technology investigations in a “workbench” type environment. It is used for biological studies, including rodent research and cell biology. The facility has an enclosed Work Volume (WV) that is held at a negative pressure with respect to the crew living area. This allows the facility to provide two levels of containment for handling Biohazard Level II and lower biological materials. The LSG facility is operated by the Payloads Operations Integration Center at MSFC. Payloads may also operate remotely from different telescience centers located in the United States and different countries. The Glovebox Integration Engineer (GIE) is the focal to assist organizations that have payloads operating in the LSG facility. NASA provides an LSG engineering unit for payload developers, fit checks, and to verify that the hardware is operating properly before beginning actual operations on the ISS.

biology↗
NASA NTRS2016

Overview of the Life Science Glovebox (LSG) Facility and the Research Performed in the LSG

The Life Science Glovebox (LSG) is a rack facility currently under development with a projected availability for International Space Station (ISS) utilization in the FY2018 timeframe. Development of the LSG is being managed by the Marshal Space Flight Center (MSFC) with support from Ames Research Center (ARC) and Johnson Space Center (JSC). The MSFC will continue management of LSG operations, payload integration, and sustaining following delivery to the ISS. The LSG will accommodate life science and technology investigations in a "workbench" type environment. The facility has a.Ii enclosed working volume that is held at a negative pressure with respect to the crew living area. This allows the facility to provide two levels of containment for handling Biohazard Level II and lower biological materials. This containment approach protects the crew from possible hazardous operations that take place inside the LSG work volume. Research investigations operating inside the LSG are provided approximately 15 cubic feet of enclosed work space, 350 watts of28Vdc and l IOVac power (combined), video and data recording, and real time downlink. These capabilities will make the LSG a highly utilized facility on ISS. The LSG will be used for biological studies including rodent research and cell biology. The LSG facility is operated by the Payloads Operations Integration Center at MSFC. Payloads may also operate remotely from different telescience centers located in the United States and different countries. The Investigative Payload Integration Manager (IPIM) is the focal to assist organizations that have payloads operating in the LSG facility. NASA provides an LSG qualification unit for payload developers to verify that their hardware is operating properly before actual operation on the ISS. This poster will provide an overview of the LSG facility and a synopsis of the research that will be accomplished in the LSG. The authors would like to acknowledge Ames Research Center, Johnson Space Center, Teledyne Brown Engineering, MOOG-Bradford Engineering and the entire LSG Team for their inputs into this abstract.

Cole, J. Michael↗
NASA NTRS1993

SPOT satellite family: Past, present, and future of the operations in the mission and control center

SPOT sun-synchronous remote sensing satellites are operated by CNES since February 1986. Today, the SPOT mission and control center (CCM) operates SPOT1, SPOT2, and is ready to operate SPOT3. During these seven years, the way to operate changed and the CCM, initially designed for the control of one satellite, has been modified and upgraded to support these new operating modes. All these events have shown the performances and the limits of the system. A new generation of satellite (SPOT4) will continue the remote sensing mission during the second half of the 90's. Its design takes into account the experience of the first generation and supports several improvements. A new generation of control center (CMP) has been developed and improves the efficiency, quality, and reliability of the operations. The CMP is designed for operating two satellites at the same time during launching, in-orbit testing, and operating phases. It supports several automatic procedures and improves data retrieval and reporting.

Philippe, Pacholczyk↗
NASA NTRS1981

Space Operations Center, shuttle interaction study, volume 1

The feasibility of the shuttle remote manipulator system (SRMS)-aided space operations center (SOC)/orbiter berthing was evaluated to determine: (1) whether the initial rates between the SOC and the orbiter can be removed by the arm; (2) what is the best strategy to be used; (3) whether the post-capture and maneuvering loads are within the capability of the SRMS; (4) can the SOC berthing port be brought in the immediate proximity of the orbiter berthing port; and (5) what is the best way to remove the residual relative motions. Various notational conventions are established and various important locations on the orbiter and SOC structures are defined. Reference frames are defined together with the mass properties of both the SOC and the orbiter.

Source record↗
NASA NTRS2020

Montana Water Resources: Developing a Composite Moisture Index Utilizing NASA Earth Observations for Drought Monitoring in the Missouri River Basin

The Missouri River Basin provides irrigation water for a substantial part of the domestic agricultural sector within the United States. Drought events pose a significant threat to the economic livelihoods of dependent individuals, industries, and ecosystems (e.g. farmers, local tribes, hydroelectric power, wildlife). In 2017 alone, the Missouri River Basin experienced a severe drought that resulted in a $2.6 billion loss to the U.S. Northern Plains. In response to such events, organizations throughout the basin, such as the Montana Climate Office, have dedicated efforts for drought monitoring and communicating relevant information to local stakeholders. In an effort to aid regional decision-making capabilities, the project team partnered with the Montana Climate Office, NOAA National Weather Service (NWS) Missouri Basin River Forecast Center, and NOAA Regional Climate Services, Central Region to create a monthly Composite Moisture Index (CMI) that relies on NASA Earth observations from the Terra Moderate Resolution Imaging Spectroradiometer (MODIS) and the Soil Moisture Active Passive (SMAP) mission. From these satellites, as well as the NOAA NWS National Operational Hydrologic Remote Sensing Center’s Snow Data Assimilation System (SNODAS), our team aggregated climate datasets including soil moisture, snow cover, snow depth, and snow water equivalent to compute a CMI that indicates regional moisture conditions during the winter months. The March CMI values produced over the Missouri River headwater subbasin strongly correlate (r = 0.75) with spring and early summer stream discharge, demonstrating the use of this metric to indicate moisture conditions for the snowmelt and growing seasons.

DEVELOP Project Summary↗