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NASA NTRS1995

The Astro Edge solar array for the NASA SSTI Clark Spacecraft

The Astro Edge solar array is a new and innovative reflective low concentrator power generating system which has been selected for the CTA Incorporate/Lockheed Martin Clark spacecraft under the NASA Small Spacecraft Technology Initiative (SSTI) program. In support of this program, Astro Aerospace Corporation has produced one qualification and two flight solar array wings to support a July 1996 launch. The Astro Edge solar array was selected as a new technology to benefit future NASA, military and commercial missions by providing high specific power, high deployed stiffness, low stowed volume, low risk, and cost reduction features which meet the agency's 'better, faster, cheaper' goals. This novel array accounts for five of the thirty-six advanced technologies which the Clark spacecraft will demonstrate. A brief SSTI Astro Edge solar array program overview is presented. Completed qualification and acceptance testing is discussed. Finally, the major discriminators which make the Astro Edge solar array 'better, faster, cheaper' technology are provided.

Spence, B. R.↗

NASA NTRS1995

MSAT broadcast voice services

Later this year the MSAT satellite network will be delivering mobile and remote communications throughout North America. Its services include a family of Broadcast Voice Services, the first of which will be MSAT Dispatch Radio, which will extend the features and functionality of terrestrial Specialized Mobile Radio (SMR) to the entire continent. This paper describes the MSAT Broadcast Voice Services in general, and MSAT Dispatch Radio in particular, and provides examples of commercial and government applications.

Jones, John W.↗

NASA NTRS1995

Video Golf

George Nauck of ENCORE!!! invented and markets the Advanced Range Performance (ARPM) Video Golf System for measuring the result of a golf swing. After Nauck requested their assistance, Marshall Space Flight Center scientists suggested video and image processing/computing technology, and provided leads on commercial companies that dealt with the pertinent technologies. Nauck contracted with Applied Research Inc. to develop a prototype. The system employs an elevated camera, which sits behind the tee and follows the flight of the ball down range, catching the point of impact and subsequent roll. Instant replay of the video on a PC monitor at the tee allows measurement of the carry and roll. The unit measures distance and deviation from the target line, as well as distance from the target when one is selected. The information serves as an immediate basis for making adjustments or as a record of skill level progress for golfers.

Source record↗

NASA NTRS2010

Ares V: Enabling Unprecedented Payloads for Space in the 21st Century

Numerous technical and programmatic studies since the U.S. space program began in the 1960s has emphasized the need for a heavy lift capability for exploration beyond low Earth orbit (LEO). The Saturn V once embodied that capability until it was retired. Now the Ares V cargo launch vehicle (CaLV) promises to restore and improve on that capability, providing unprecedented opportunities for human and robotic exploration, science, national security and commercial uses. This paper provides an overview of the capabilities of Ares V, both as an opportunity for payloads of increased mass and/or volume, and as a means of reducing risk in the payload design process. The Ares V is part of NASA s Constellation Program, which also includes the Ares I crew launch vehicle (CLV), Orion crew exploration vehicle (CEV), and Altair lunar lander. This architecture is designed to carry out the national space policy goals of completing the International Space Station (ISS), retiring the Space Shuttle fleet, and expanding human exploration beyond LEO. The Ares V is designed to loft upper stages and/or cargo, such as the Altair lander, into LEO. The Ares I is designed to put Orion into LEO with a crew of up to four for rendezvous with the ISS or with the Ares V Earth departure stage for journeys to the Moon. While retaining the goals of heritage hardware and commonality, the Ares V configuration continues to be refined through a series of internal trades. The current reference configuration was recommended by the Ares Projects and approved by the Constellation Program during the Lunar Capabilities Concept Review (LCCR) June 2008. The reference configuration defines the Ares V as 381 feet (116m) tall with a gross lift-off mass (GLOM) of 8.1 million pounds (3,704.5 mT). Its first stage will generate 11 million pounds of sea-level liftoff thrust. It will be capable of launching 413,800 pounds (187.7 mT) to LEO, 138,500 pounds (63 mT) direct to the Moon or 156,700 pounds (71.1 mT) in its dual-launch architecture role with Ares I. It could also launch 123,100 pounds (55.8 mT) to Sun-Earth L2. Assessment of astronomy payload requirements since Spring 2008 has indicated that Ares V has the potential to support a range of payloads and missions. Some of these missions were impossible in the absence of Ares V s capabilities. Collaborative design/architecture inputs, exchanges, and analyses have already begun between scientists and payload developers. A 2008 study by a National Research Council (NRC) panel, as well as analyses presented by astronomers and planetary scientists at two weekend conferences in 2008, support the position that Ares V has benefit to a broad range of planetary and astronomy missions. This early dialogue with Ares V engineers is permitting the greatest opportunity for payload/transportation/mission synergy and with the least financial impact to Ares V development. In addition, independent analyses suggest that Ares V has the opportunity to enable more cost-effective mission design. 1

Creech, Steve↗

NASA NTRS2010

Handheld White Light Interferometer for Measuring Defect Depth in Windows

Accurate quantification of defects (scratches and impacts) is vital to the certification of flight hardware and other critical components. The amount of damage to a particular component contributes to the performance, reliability, and safety of a system, which ultimately affects the success or failure of a mission or test. The launch-commit criteria on a Space Shuttle Orbiter window are governed by the depth of the defects that are identified by a visual inspection. This measurement of a defect is not easy to obtain given the environment, size of the defect, and location of the window(s). The determination of depth has typically been performed by taking a mold impression and measuring the impression with an optical profiling instrument. Another method of obtaining an estimate of the depth is by using a refocus microscope. To use a refocus microscope, the surface of the glass and bottom of the defect are, in turn, brought into focus by the operator. The amount of movement between the two points corresponds to the depth of the defect. The refocus microscope requires a skilled operator and has been proven to be unreliable when used on Orbiter windows. White light interferometry was chosen as a candidate to replace the refocus microscope. The White Light Interferometer (WLI) was developed to replace the refocus microscope as the instrument used for measuring the depth of defects in Orbiter windows. The WLI consists of a broadband illumination source, interferometer, detector, motion control, displacement sensor, mechanical housing, and support electronics. The illumination source for the WLI is typically a visible light emitting diode (LED) or a near-infrared superluminescent diode (SLD) with power levels of less than a milliwatt. The interferometer is a Michelson configuration consisting of a 1-in. (2.5-cm) cube beam splitter, a 0.5-in. (1.3-cm) optical window as a movable leg (used to closely match the return intensity of the fixed leg from the window), and a mirrored prism to fold the optics into the mechanical housing. The detector may be one of many C-mount CCD (charge-coupled device) cameras. Motion is provided by a commercial nanostepping motor with a serial interface. The displacement sensor is a custom device specifically designed for this application. The mechanical housing and support electronics were designed to integrate the various components into an instrument that could be physically handled by a technician and easily transported.

Youngquist, Robert↗

NASA NTRS2000

Hardware Development Process for Human Research Facility Applications

The simple goal of the Human Research Facility (HRF) is to conduct human research experiments on the International Space Station (ISS) astronauts during long-duration missions. This is accomplished by providing integration and operation of the necessary hardware and software capabilities. A typical hardware development flow consists of five stages: functional inputs and requirements definition, market research, design life cycle through hardware delivery, crew training, and mission support. The purpose of this presentation is to guide the audience through the early hardware development process: requirement definition through selecting a development path. Specific HRF equipment is used to illustrate the hardware development paths. The source of hardware requirements is the science community and HRF program. The HRF Science Working Group, consisting of SCientists from various medical disciplines, defined a basic set of equipment with functional requirements. This established the performance requirements of the hardware. HRF program requirements focus on making the hardware safe and operational in a space environment. This includes structural, thermal, human factors, and material requirements. Science and HRF program requirements are defined in a hardware requirements document which includes verification methods. Once the hardware is fabricated, requirements are verified by inspection, test, analysis, or demonstration. All data is compiled and reviewed to certify the hardware for flight. Obviously, the basis for all hardware development activities is requirement definition. Full and complete requirement definition is ideal prior to initiating the hardware development. However, this is generally not the case, but the hardware team typically has functional inputs as a guide. The first step is for engineers to conduct market research based on the functional inputs provided by scientists. CommerCially available products are evaluated against the science requirements as well as modifications needed to meet program requirements. Options are consolidated and the hardware development team reaches a hardware development decision point. Within budget and schedule constraints, the team must decide whether or not to complete the hardware as an in-house, subcontract with vendor, or commercial-off-the-shelf (COTS) development. An in-house development indicates NASA personnel or a contractor builds the hardware at a NASA site. A subcontract development is completed off-site by a commercial company. A COTS item is a vendor product available by ordering a specific part number. The team evaluates the pros and cons of each development path. For example, in-bouse developments utilize existing corporate knowledge regarding bow to build equipment for use in space. However, technical expertise would be required to fully understand the medical equipment capabilities, such as for an ultrasound system. It may require additional time and funding to gain the expertise that commercially exists. The major benefit of subcontracting a hardware development is the product is delivered as an end-item and commercial expertise is utilized. On the other hand, NASA has limited control over schedule delays. The final option of COTS or modified COTS equipment is a compromise between in-house and subcontracts. A vendor product may exist that meets all functional requirements but req uires in-house modifications for successful operation in a space environment. The HRF utilizes equipment developed using all of the paths described: inhouse, subcontract, and modified COTS.

Bauer, Liz↗

NASA NTRS2005

Internet-Based System for Voice Communication With the ISS

The Internet Voice Distribution System (IVoDS) is a voice-communication system that comprises mainly computer hardware and software. The IVoDS was developed to supplement and eventually replace the Enhanced Voice Distribution System (EVoDS), which, heretofore, has constituted the terrestrial subsystem of a system for voice communications among crewmembers of the International Space Station (ISS), workers at the Payloads Operations Center at Marshall Space Flight Center, principal investigators at diverse locations who are responsible for specific payloads, and others. The IVoDS utilizes a communication infrastructure of NASA and NASArelated intranets in addition to, as its name suggests, the Internet. Whereas the EVoDS utilizes traditional circuitswitched telephony, the IVoDS is a packet-data system that utilizes a voice over Internet protocol (VOIP). Relative to the EVoDS, the IVoDS offers advantages of greater flexibility and lower cost for expansion and reconfiguration. The IVoDS is an extended version of a commercial Internet-based voice conferencing system that enables each user to participate in only one conference at a time. In the IVoDS, a user can receive audio from as many as eight conferences simultaneously while sending audio to one of them. The IVoDS also incorporates administrative controls, beyond those of the commercial system, that provide greater security and control of the capabilities and authorizations for talking and listening afforded to each user.

Chamberlain, James↗

NASA NTRS2011

NASA's Space Launch System Progress Report

Exploration beyond Earth will be an enduring legacy for future generations, confirming America's commitment to explore, learn, and progress. NASA's Space Launch System (SLS) Program, managed at the Marshall Space Flight Center, is responsible for designing and developing the first exploration-class rocket since the Apollo Program's Saturn V that sent Americans to the Moon. The SLS offers a flexible design that may be configured for the MultiPurpose Crew Vehicle and associated equipment, or may be outfitted with a payload fairing that will accommodate flagship science instruments and a variety of high-priority experiments. Both options support a national capability that will pay dividends for future generations. Building on legacy systems, facilities, and expertise, the SLS will have an initial lift capability of 70 metric tons (mT) and will be evolvable to 130 mT. While commercial launch vehicle providers service the International Space Station market, this capability will surpass all vehicles, past and present, providing the means to do entirely new missions, such as human exploration of asteroids and Mars. With its superior lift capability, the SLS can expand the interplanetary highway to many possible destinations, conducting revolutionary missions that will change the way we view ourselves, our planet and its place in the cosmos. To perform missions such as these, the SLS will be the largest launch vehicle ever built. It is being designed for safety and affordability - to sustain our journey into the space age. Current plans include launching the first flight, without crew, later this decade, with crewed flights beginning early next decade. Development work now in progress is based on heritage space systems and working knowledge, allowing for a relatively quick start and for maturing the SLS rocket as future technologies become available. Together, NASA and the U.S. aerospace industry are partnering to develop this one-of-a-kind asset. Many of NASA's space centers across the country will provide their unique expertise to the Space Launch System endeavor. Unique infrastructure to be used includes the Michoud Assembly Facility for tank manufacturing, Stennis Space Center for engine testing, and Kennedy Space Center for processing and launch. As this panel will discuss, the SLS team is dedicated to doing things differently-from applying lean oversight/insight models to smartly using legacy hardware and existing facilities. Building on the foundation laid by over 50 years of human and scientific space flight--and on the lessons learned from the Apollo, Space Shuttle, and Constellation Programs-the SLS team has delivered both technical trade studies and business case analyses to ensure that the SLS architecture will be safe, affordable, reliable, and sustainable.

Singer, Joan A.↗

NASA NTRS2012

Low-Cost Telemetry System for Small/Micro Satellites

A Software Defined Radio (SDR) concept uses a minimum amount of analog/radio frequency components to up/downconvert the RF signal to/from a digital format. Once in the digital domain, all other processing (filtering, modulation, demodulation, etc.) is done in software. The project will leverage existing designs and enhance capabilities in the commercial sector to provide a path to a radiation-hardened SDR transponder. The SDR transponder would incorporate baseline technologies dealing with improved Forward Error Correcting (FEC) codes to be deployed to all Near Earth Network (NEN) ground stations. By incorporating this FEC, at least a tenfold increase in data throughput can be achieved. A family of transponder products can be implemented using common platform architecture, allowing new products to be more quickly introduced into the market. Software can be reused across products, reducing software/hardware costs dramatically. New features and capabilities, such as encoding and decoding algorithms, filters, and bit synchronizers, can be added to the existing infrastructure without requiring major new capital expenditures, allowing implementation of advanced features in the communication systems. As new telecommunication technologies emerge, incorporating them into the SDR fabric will be easily accomplished with little or no requirements for new hardware. There are no preferred flight platforms for the SDR technology, so it can be used on any type of orbital or sub-orbital platform, all within a fully radiation hardened design.

Sims, William↗

NASA NTRS2015

Metalworking Techniques Unlock a Unique Alloy

Approached by West Hartford, Connecticut-based Abbot Ball Company, Glenn Research Center agreed to test an intriguing alloy called Nitinol 60 that had been largely unused for a half century. Using powdered metallurgy, the partners developed a method for manufacturing and working with the material, which Abbott Ball has now commercialized. Nitinol 60 provides a unique combination of qualities that make it an excellent material for ball bearings, among other applications.

Source record↗

NASA NTRS2016

Computational Approaches to Simulation and Optimization of Global Aircraft Trajectories

This study examines three possible approaches to improving the speed in generating wind-optimal routes for air traffic at the national or global level. They are: (a) using the resources of a supercomputer, (b) running the computations on multiple commercially available computers and (c) implementing those same algorithms into NASAs Future ATM Concepts Evaluation Tool (FACET) and compares those to a standard implementation run on a single CPU. Wind-optimal aircraft trajectories are computed using global air traffic schedules. The run time and wait time on the supercomputer for trajectory optimization using various numbers of CPUs ranging from 80 to 10,240 units are compared with the total computational time for running the same computation on a single desktop computer and on multiple commercially available computers for potential computational enhancement through parallel processing on the computer clusters. This study also re-implements the trajectory optimization algorithm for further reduction of computational time through algorithm modifications and integrates that with FACET to facilitate the use of the new features which calculate time-optimal routes between worldwide airport pairs in a wind field for use with existing FACET applications. The implementations of trajectory optimization algorithms use MATLAB, Python, and Java programming languages. The performance evaluations are done by comparing their computational efficiencies and based on the potential application of optimized trajectories. The paper shows that in the absence of special privileges on a supercomputer, a cluster of commercially available computers provides a feasible approach for national and global air traffic system studies.

global air traffic optimization↗

NASA NTRS2017

Software Defined Radios - Architectures, Systems and Functions

Software Defined Radio is an industry term describing a method of utilizing a minimum amount of Radio Frequency (RF)/analog electronics before digitization takes place. Upon digitization all other functions are performed in software/firmware. There are as many different types of SDRs as there are data systems. Software Defined Radio (SDR) technology has been proven in the commercial sector since the early 90's. Today's rapid advancement in mobile telephone reliability and power management capabilities exemplifies the effectiveness of the SDR technology for the modern communications market. In contrast the foundations of transponder technology presently qualified for satellite applications were developed during the early space program of the 1960's. SDR technology offers potential to revolutionize satellite transponder technology by increasing science data through-put capability by at least an order of magnitude. While the SDR is adaptive in nature and is "One-size-fits-all" by design, conventional transponders are built to a specific platform and must be redesigned for every new bus. The SDR uses a minimum amount of analog/Radio Frequency components to up/down-convert the RF signal to/from a digital format. Once analog data is digitized, all processing is performed using hardware logic. Typical SDR processes include; filtering, modulation, up/down converting and demodulation. This presentation will show how the emerging SDR market has leveraged the existing commercial sector to provide a path to a radiation tolerant SDR transponder. These innovations will reduce the cost of transceivers, a decrease in power requirements and a commensurate reduction in volume. A second pay-off is the increased flexibility of the SDR by allowing the same hardware to implement multiple transponder types by altering hardware logic - no change of analog hardware is required - all of which can be ultimately accomplished in orbit. This in turn would provide high capability and low cost transponder to programs of all sizes.

Sims, William H.↗

NASA NTRS2017

Software Defined Radios - Architectures, Systems and Functions

Sims, Herb↗

NASA NTRS2017

Increasing Small Satellite Reliability- A Public-Private Initiative

At present, CubeSat components and buses are generally not appropriate for missions where significant risk of failure, or the inability to quantify risk or confidence, is acceptable. However, in the future we anticipate that CubeSats will be used for missions requiring reliability of 1-3 years for Earth-observing missions and even longer for Planetary, Heliophysics, and Astrophysics missions. Their growing potential utility is driving an interagency effort to improve and quantify CubeSat reliability, and more generally, small satellite mission risk. The Small Satellite Reliability Initiative (SSRI)—an ongoing activity with broad collaborative participation from civil, DoD, and commercial space systems providers and stakeholders—targets this challenge. The Initiative seeks to define implementable and broadly-accepted approaches to achieve reliability and acceptable risk postures associated with several SmallSat mission risk classes—from “do no harm” missions, to those associated with missions whose failure would result in loss or delay of key national objectives. These approaches will maintain, to the extent practical, cost efficiencies associated with small satellite missions and consider constraints associated with supply chain elements, as appropriate. The SSRI addresses this challenge from two architectural levels—the mission- or system-level, and the component- or subsystem-level. The mission- or system-level scope targets assessment approaches that are efficient and effective, with mitigation strategies that facilitate resiliency to mission or system anomalies while the component- or subsystem-level scope addresses the challenge at lower architectural levels. The initiative does not limit strategies and approaches to proven and traditional methodologies, but is focused on fomenting thought on novel and innovative solutions. This paper discusses the genesis of and drivers for this initiative, how the public-private collaboration is being executed, findings and recommendations derived to date, and next steps towards broadening small satellite mission potential.

SmallSat↗

NASA NTRS2018

UTM UAS Serivce Supplier Development: Sprint 1 Toward Technical Capability Level 4

NASA's UAS Traffic Management (UTM) Project has been tasked with developing concepts and initial implementations for integrating and managing small unmanned aircraft systems (UAS) into the low altitude airspace. To accomplish this task, the Project planned a phased approach based on four Technical Capability Levels (TCLs). As of this writing, TCL4 is currently in development for a late Spring 2019 flight demonstration. This TCL is focused on operations in an urban environment and includes the handling of high density and large-scale off-nominal conditions, vehicle-to-vehicle communications, detect-and-avoid technologies, communication requirements, public safety operations, airspace restrictions, and other related goals. Through research and testing to date, NASA has developed an architecture for UTM that depends on commercial entities collaboratively providing services that are traditionally provided by the Air Navigation Service Provider(ANSP) in manned aviation. A key component of this architecture is the UAS Service Supplier (USS), which acts as a communications bridge between UAS operators and the ANSP when necessary. In addition, the collection of USSs form a USS Network to collaboratively manage the airspace through the sharing of data and the adherence to a standard or set of standards required to participate in this USS Network. This document provides a record of the first step in the development of interoperable USSs that will ultimately support TCL4 flight testing and formalization of the overall UTM concept. To develop these USSs and the underlying specifications for them, NASA has planned a series of "Sprints" to work with industry partners in implementing the features and proposed specifications for USSs to participate in TCL4. This report describes Sprint One. In this Sprint, the focus was on establishing a baseline for the Application Programming Interfaces (APIs) and their associated data models. In addition, the concept of UAS Volume Reservations (UVR) (areas that impose restrictions on sUAS that are allowed to operate) was tested. NASA provided the specifications and iterated on them with partners while implementers developed to those specifications. NASA then tested each partner's implementation to ensure compatibility with all other implementers. This process helped all stakeholders gain confidence that the foundation for future Sprints was solid.

UAS service supplier↗

NASA NTRS2018

UTM UAS Service Supplier Development: Sprint 2 Toward Technical Capability Level 4

NASA's UAS Traffic Management (UTM) Project has been tasked with developing concepts and initial implementations for integrating and managing small unmanned aircraft systems (UAS) into the low altitude airspace. To accomplish this task, the UTM Project planned a phased approach based on four Technical Capability Levels (TCLs). As of this writing, TCL4 is currently in development for a late Spring 2019 flight demonstration. This TCL is focused on operations in an urban environment and includes the handling of high density environments, large-scale off-nominal conditions, vehicle-to-vehicle communications, detect-and-avoid technologies, communication requirements, public safety operations, airspace restrictions, and other related goals. Through research and testing to date, NASA has developed an architecture for UTM that depends on commercial entities collaboratively providing services that are traditionally provided by the Air Navigation Service Provider (ANSP) in manned aviation. A key component of this architecture is the UAS Service Supplier (USS), which acts as a communications bridge between UAS operators and the ANSP when necessary. In addition, the collection of USSs form a USS Network to collaboratively manage the airspace through the sharing of data and the adherence to a standard or set of standards required to participate in this USS Network. This document provides a record of the second of four planned steps in the development of interoperable USSs that will ultimately support TCL4 flight testing and formalization of the overall UTM concept. To develop these USSs and their underlying specifications, NASA has planned a series of "Sprints" to work with industry partners in implementing the features and develop proposed specifications for USSs in order to to participate in TCL4. This report describes Sprint Two. In this Sprint, there was a major theme with four goals. The theme was the development and testing of a new USS discovery system, to better enable USSs to find and communicate with each other. The goals supporting this theme were: participants needed to implement and exercise the discovery service for USS-USS communications; USSs needed to demonstrate strategic deconfliction through operation sharing; the systems were to use discovery to aid in handling off-nominal operations; and finally, there was an investigation of an initial off-nominal reporting capability.

software engineering↗

NASA NTRS2015

Computational Approaches to Simulation and Optimization of Global Aircraft Trajectories

This study examines three possible approaches to improving the speed in generating wind-optimal routes for air traffic at the national or global level. They are: (a) using the resources of a supercomputer, (b) running the computations on multiple commercially available computers and (c) implementing those same algorithms into NASA’s Future ATM Concepts Evaluation Tool (FACET) and compares those to a standard implementation run on a single CPU. Wind-optimal aircraft trajectories are computed using global air traffic schedules. The run time and wait time on the supercomputer for trajectory optimization using various numbers of CPUs ranging from 80 to 10,240 units are compared with the total computational time for running the same computation on a single desktop computer and on multiple commercially available computers for potential computational enhancement through parallel processing on the computer clusters. This study also re-implements the trajectory optimization algorithm for further reduction of computational time through algorithm modifications and integrates that with FACET to facilitate the use of the new features which calculate time-optimal routes between worldwide airport pairs in a wind field for use with existing FACET applications. The implementations of trajectory optimization algorithms use MATLAB, Python, and Java programming languages. The performance evaluations are done by comparing their computational efficiencies and based on the potential application of optimized trajectories. The paper shows that in the absence of special privileges on a supercomputer, a cluster of commercially available computers provides a good option for computing wind-optimal trajectories for national and global air traffic system studies.

Ng, Hok K.↗

NASA NTRS2019

Cognitive Communications for NASA Space Systems

The growing complexity of spacecraft constellations, communication relay offerings, and mission architectures drives the need for the development of autonomous communication systems. NASA has traditionally launched single spacecraft missions that are served by the Space Communication and Navigation (SCaN) program. Operations on SCaN networks are typically scheduled weeks in advance, and often each asset serves a single user spacecraft at a time. Recent movement towards swarm missions could make the current approach unsustainable. Additionally, the integration of commercial communication service providers will substantially increase the data transfer options available to new missions. NASA science missions have found benefit in launching swarms of spacecraft, allowing coordinated simultaneous observations from different perspectives. Inter-spacecraft communication (mesh networking) is an enabler for this architecture, as are CubeSats that allow cost-effective provisioning of distributed mission assets. As more complex swarm missions launch, one challenge is coordinating communication within the swarm and choosing the appropriate mechanism for telemetry, tracking, control, and data services to and from Earth. Cognitive communications research conducted by SCaN aims to mitigate the increasing communication complexity for mission users by increasing the autonomy of links, networks, and service scheduling. By considering automation techniques including recent advances in artificial intelligence and machine learning, cognitive algorithms and related approaches enable increased mission science return, improved resource utilization for service provider networks, and resiliency in unpredictable or unplanned environments. The Cognitive Communications Project at the NASA Glenn Research Center develops applications of data-driven, non-deterministic methods to improve the autonomy of space communication. The project emphasizes development of decentralized space networks with artificial intelligence agents optimizing communication link throughput, data routing, and system-wide asset management. This paper discusses the objectives, approaches, and opportunities of the research to address growing needs of the space communications community.

Chelmins, David↗