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NASA NTRS1999

Transitioning from Free-Flight to TRACON Airspace: The Ground Perspective of User-Preferred Descents

Free-flight is considered to play a major role in the future air traffic environment. Studies are underway addressing different concepts for free-flight and self separation in enroute airspace. One common opinion throughout the different concepts is that the airspace surrounding major airports, the Terminal Radar Approach CONtrol (TRACON) will not be a free flight area. This means that aircraft in this area are completely controlled by air traffic controllers, who may be supported by decision support system like the Center TRACON Automation System (CTAS). How the transition from the free-flight area (enroute airspace) to the terminal area will take place is currently unclear, This paper describes a study at NASA Ames Research Center addressing the perspective of air traffic controllers handling user-preferred (FMS-optimized) descent trajectories during this transition phase. Two major issues in enabling user preferred descents from the controllers' point of view are predictability and controllability. In an environment in which the air traffic services are highly responsive to user preferences controllers need to know, where and when aircraft will change their trajectory and they need to have appropriate means and procedures at hand to control the aircraft according to the overall traffic situation. Predictability shall be enhanced by: 1) Indicating airspace corridors for descending aircraft; 2) Modify the controller interface; 3) Using a ground based conflict probe; 4) Making use of downlinked intent information from the aircraft FMS; and 5) Requiring to fly pilots on user preferred trajectories coupled to the FMS in the lateral and vertical axis. Additional controllability shall be achieved by supporting the controllers with CTAS center tools: 1) Traffic Management Advisor (TMA); 2) Conflict Probing and Trial Planning (CP/TP); and 3) Enroute Descent Advisor (E/DA). The paper describes the general concept and the modifications to current systems required to enable the concept. It explains the experiment design and discusses the results with regard to controller acceptability and usability. Potential benefits and drawbacks of the overall concept are indicated.

Prevot, Thomas↗

NASA NTRSDate not supplied

Thinking outside the box: The human role in increasingly automated aviation systems

Rapid advances in artificial intelligence are enabling automated systems to operate in an increasingly autonomous manner in domains that previously required the involvement of human operators. Examples are rail transport systems, self-driving cars, and warehouse delivery systems. From time to time, such automation encounters operational conditions that fall outside a “competency box” within which the system has been designed to operate. Human operators add resilience because they can see and act outside the competency box of scenarios and environments for which the system was designed. The system’s competencies can be expanded over time with modifications to software, sensors, etc.; however, it is unclear at what point the competency box becomes large enough to safely eliminate the role of the human operator. One area where advanced automation may be applied is Urban Air Mobility (UAM). Current UAM concepts envision fleets of highly automated air vehicles providing on-demand transport for people and goods. A phased development of UAM has been proposed, beginning with on-board pilots and transitioning to a future state where automated vehicles operate with minimal human involvement. Proponents of UAM note that this final state reduces cost as well as eliminating pilot error, identified as a contributing factor in many aircraft accidents. However, eliminating human involvement also risks eliminating their positive contributions to system resilience. Here we examine Concepts of Operation proposed for future UAM systems and explore how humans can best be incorporated to maintain resilience while minimizing cost and risk. A human-autonomy teaming approach is suggested.

Advanced Air Mobility↗

NASA NTRS1991

MMU applications for automated rendezvous and capture

The Manned Maneuvering Unit (MMU) is a proven free flying platform that can operate in a piloted or unpiloted mode. The MMU is a possible candidate for an on orbit AR&C demonstration. A pilot can transition the system between manual and automated modes, then monitor the automated system for safety.

Whitsett, Edward↗

NASA NTRS1984

Data management

The following tasks were prioritized: software acquisition management plan; space station flight data system architectural study; space station user data system interface; automation of software development process; automation of software testing; distributed data base management; ADA (automated data acquisition) evaluation and transition and planning; network operating system software; fault tolerant computer validation methodology for onboard data management system; systems integration; artificial intelligence/expert systems; space station data network concept; space station standard interface protocols; space station data networks systems; integrated software development facility; and language trade studies.

Love, G.↗

NASA NTRS2014

Evolution of the Scope and Capabilities of Uplink Support Software for Mars Surface Operations

In January of 2004 both of the Mars Exploration Rover spacecraft landed safely, initiating daily surface operations at the Jet Propulsion Laboratory for what was anticipated to be approximately three months of mobile exploration. The longevity of this mission, still ongoing after ten years, has provided not only a tremendous return of scientific data but also the opportunity to refine and improve the methodology by which robotic Mars surface missions are commanded. Since the landing of the Mars Science Laboratory spacecraft in August of 2012, this methodology has been successfully applied to operate a Martian rover which is both similar to, and quite different from, its predecessors. For MER and MSL, daily uplink operations can be most broadly viewed as converting the combined interests of both the science and engineering teams into a spacecraft-safe set of transmittable command files. In order to accomplish these ends a discrete set of mission-critical software tools were developed which not only allowed for conformation to established JPL standards and practices but also enabled innovative technologies specific to each mission. Although these primary programs provided the requisite capabilities for meeting the high-level goals of each distinct phase of the uplink process, there was little in the way of secondary software to support the smooth flow of data from one phase to the next. In order to address this shortcoming a suite of small software tools was developed to aid in phase transitions, as well as to automate some of the more laborious and error-prone aspects of uplink operations. This paper describes the evolution of this software suite, from its initial attempts to merely shorten the duration of the operator's shift, to its current role as an indispensable tool enforcing workflow of the uplink operations process and agilely responding to the new and unexpected challenges of missions which can, and have, lasted many years longer than originally anticipated.

CoUGAR↗

NASA NTRS2019

A Global Climatology of Extratropical Transition Part II: Statistical Performance of the Cyclone Phase Space

This study analyzes the differences between an objective, automated identification of tropical cyclones (TCs) that undergo extratropical transition (ET), and the designation of ET determined subjectively by human forecasters in best-track data in all basins globally. The objective identification of ET is based on the cyclone phase space (CPS), calculated from the Japanese 55-year Reanalysis (JRA-55) or the ECMWF Interim Reanalysis (ERA-Interim). The resulting classification into “ET storms” and “non-ET storms” underlies the global climatology of ET presented in Part I of this study. Here, the authors investigate how well the CPS classifications agree with those in the best-track records calculated from JRA-55 or from ERA-Interim data. According to F1 scores and Matthews correlation coefficients (MCCs), the classification of ET storms in the CPS agrees best with the best-track classification in the Western North Pacific (MCC > 0.7) and the North Atlantic (MCC > 0.5). In other basins, the correlation between the CPS classification and the best-track classification is only slightly higher than that of a random classification. The JRA-55 classification achieves higher performance scores than does the ERA-Interim classification, and the differences are statistically significant in all basins. The lower performance of ERA-Interim is mainly due to a higher false alarm rate, particularly in the Eastern North Pacific. Overall, the results show that while the CPS-based classifications are good enough to be useful for many purposes, there is almost certainly room for improvement – in the representation of the storms in reanalyses, in our objective metrics of ET, and in our scientific understanding of the ET process.

Melanie Bieli↗

NASA NTRS2017

The Relationship Between Workload and Performance in Air Traffic Control: Exploring the Influence of Levels of Automation and Variation in Task Demand

In an air traffic environment, task demand is dynamic. However, previous research has largely considered the association of task demand and controller performance using conditions of stable task demand. Further, there is a comparatively restricted understanding of the influence of task demand transitions on workload and performance in association with different types and levels of automation that are available to controllers. This study used an air traffic control simulation to investigate the influence of task demand transitions, and two conditions of automation, on workload and efficiency-related performance. Findings showed that both the direction of the task demand variation and the amount of automation influenced the relationship between workload and performance. Findings are discussed in relation to capacity and arousal theories. Further research is needed to enhance understanding of demand transition and workload history effects on operator experience and performance, in both air traffic control and other safety-critical domains.

function allocation↗

NASA NTRSDate not supplied

MOC Automation with GMSEC and the Generic Extendable Message Utility (GEMU)

Automation has become critical for ground systems, improving efficiency and reliability while reducing costs across mission operations. The Goddard Mission Services Evolution Center (GMSEC) software suite has played a significant role in enabling this automation, leveraging its publish/subscribe paradigm through a message bus architecture to facilitate seamless communication and data flow. Historically, the GMSEC suite, through components like Criteria Action Table (CAT) has been pivotal in automating ground system capabilities. However, as technology advances, limitations in automation with CAT have emerged, creating an opportunity to enhance ground system automation through the introduction of GEMU. This new GMSEC component brings new capabilities and addresses specific automation constraints that CAT could not overcome, allowing for more sophisticated, flexible, and efficient message processing. GEMU, at its core, is designed to accelerate the development of custom GMSEC-compliant applications. It enables users to construct automated message processing pipelines quickly, supporting both drag-and-drop web-based configuration and scripting through a simple domain-specific language. This advancement not only simplifies the process but also reduces the time needed for implementing automated solutions. This presentation will outline GEMU’s potential value in improving mission operations automation. It will highlight the benefits of transitioning from CAT to GEMU and offer insights into how GEMU can drive operational efficiencies. We will also provide an overview of the automation capabilities of GEMU and its potential impact on mission operations centers (MOCs).

GMSEC↗

NASA NTRS1994

(abstract) Monitoring the Freeze/Thaw Transitions in Taiga Forests Using ERS-1 SAR

Automated recording stations have been installed at the Bonanza Creek Experimental Forest, a Long Term Ecological Research (LTER) site located near Fairbanks, Alaska, in a forest stand of the Tanana River floodplain underlain by discontinuous permafrost. These stations provide a continuous record of dielectric constant and temperature of tree trunks, and soil moisture and temperature profiles down to the root zone. Along with the weather stations deployed at the same location, these measurements provide a continuous record of the environmental and phenologic conditions of the forest during a complete seasonal cycle. At the same time, ERS-1 SAR imaged the study site repeatedly from space to provide radar backscatter measurements of the forest approximately three times a month. Here, we examine the temporal dynamic of ERS-1 SAR measurements in relation with the changing environmental and phenologic state of the forest canopy and of the forest ground layers during the winter/spring and fall/winter transitions of 1992 and 1993. During these transitions, we examine whether changes in radar backscatter observed by ERS-1 may be related to freezing or thawing of the soil and vegetation in order to determine the start and end of the growing season for the forest. The results of this analysis are used in turn to determine whether similar changes are observed over larger regions. Mosaics of SAR data generated along three different North-South Alaskan ERS-1 transects that intercept with our study site are used in combination with hourly air temperature and daily precipitation rates gathered at airport weather stations by the National Weather Service. Results obtained using ERS-1 data collected from January 1992 to mid-1993 will be discussed.

permafrost temporal dynamics Alaska ecology radar ↗

NASA NTRS1994

Beware of agents when flying aircraft: Basic principles behind a generic methodology for the evaluation and certification of advanced aviation systems

There is currently a growing interest in the aeronautical community to assess the effects of the increasing levels of automation on pilots' performance and overall safety. The first effect of automation is the change in the nature of the pilot's role on the flight deck. Pilots have become supervisors who monitor aircraft systems in usual situations and intervene only when unanticipated events occur. Instead of 'hand flying' the airplane, pilots contribute to the control of aircraft by acting as mediators, instructions given to the automation. By eliminating the need for manually controlling normal situations, such a role division has reduced the opportunities for the pilot to acquire experience and skills necessary to safely cope with abnormal events. Difficulties in assessing the state and behavior of automation arise mainly from four factors: (1) the complexity of current systems and consequence mode-related problems; (2) the intrinsic autonomy of automation which is able to fire mode transitions without explicit commands from the pilots; (3) the bad quality of feed-back from the control systems displays and interfaces to the pilots; and (4) the fact that the automation currently has no explicit representation of the current pilots' intentions and strategy. Assuming certification has among its major goals to guarantee the passengers' and pilots' safety and the airplane integrity under normal and abnormal operational conditions, the authors suggest it would be particularly fruitful to come up with a conceptual reference system providing the certification authorities both with a theoretical framework and a list of principles usable for assessing the quality of the equipment and designs under examination. This is precisely the scope of this paper. However, the authors recognize that the conceptual presented is still under development and would thus be best considered as a source of reflection for the design, evaluation and certification processes of advanced aviation technologies.

Javaux, Denis↗

NASA NTRS2013

Work Practice Simulation of Complex Human-Automation Systems in Safety Critical Situations: The Brahms Generalized berlingen Model

The transition from the current air traffic system to the next generation air traffic system will require the introduction of new automated systems, including transferring some functions from air traffic controllers to on-board automation. This report describes a new design verification and validation (V&V) methodology for assessing aviation safety. The approach involves a detailed computer simulation of work practices that includes people interacting with flight-critical systems. The research is part of an effort to develop new modeling and verification methodologies that can assess the safety of flight-critical systems, system configurations, and operational concepts. The 2002 Ueberlingen mid-air collision was chosen for analysis and modeling because one of the main causes of the accident was one crew's response to a conflict between the instructions of the air traffic controller and the instructions of TCAS, an automated Traffic Alert and Collision Avoidance System on-board warning system. It thus furnishes an example of the problem of authority versus autonomy. It provides a starting point for exploring authority/autonomy conflict in the larger system of organization, tools, and practices in which the participants' moment-by-moment actions take place. We have developed a general air traffic system model (not a specific simulation of Überlingen events), called the Brahms Generalized Ueberlingen Model (Brahms-GUeM). Brahms is a multi-agent simulation system that models people, tools, facilities/vehicles, and geography to simulate the current air transportation system as a collection of distributed, interactive subsystems (e.g., airports, air-traffic control towers and personnel, aircraft, automated flight systems and air-traffic tools, instruments, crew). Brahms-GUeM can be configured in different ways, called scenarios, such that anomalous events that contributed to the Überlingen accident can be modeled as functioning according to requirements or in an anomalous condition, as occurred during the accident. Brahms-GUeM thus implicitly defines a class of scenarios, which include as an instance what occurred at Überlingen. Brahms-GUeM is a modeling framework enabling "what if" analysis of alternative work system configurations and thus facilitating design of alternative operations concepts. It enables subsequent adaption (reusing simulation components) for modeling and simulating NextGen scenarios. This project demonstrates that BRAHMS provides the capacity to model the complexity of air transportation systems, going beyond idealized and simple flights to include for example the interaction of pilots and ATCOs. The research shows clearly that verification and validation must include the entire work system, on the one hand to check that mechanisms exist to handle failures of communication and alerting subsystems and/or failures of people to notice, comprehend, or communicate problematic (unsafe) situations; but also to understand how people must use their own judgment in relating fallible systems like TCAS to other sources of information and thus to evaluate how the unreliability of automation affects system safety. The simulation shows in particular that distributed agents (people and automated systems) acting without knowledge of each others' actions can create a complex, dynamic system whose interactive behavior is unexpected and is changing too quickly to comprehend and control.

complex systems↗

NASA NTRS2016

The NASA Applied Sciences Program: Volcanic Ash Observations and Applications

Since 2000, the NASA Applied Sciences Program has been actively transitioning observations and research to operations. Particular success has been achieved in developing applications for NASA Earth Observing Satellite (EOS) sensors, integrated observing systems, and operational models for volcanic ash detection, characterization, and transport. These include imager applications for sensors such as the MODerate resolution Imaging SpectroRadiometer (MODIS) on NASA Terra and Aqua satellites, and the Visible Infrared Imaging Radiometer Suite (VIIRS) on the NASA/NOAA Suomi NPP satellite; sounder applications for sensors such as the Atmospheric Infrared Sounder (AIRS) on Aqua, and the Cross-track Infrared Sounder (CrIS) on Suomi NPP; UV applications for the Ozone Mapping Instrument (OMI) on the NASA Aura Satellite and the Ozone Mapping Profiler Suite (OMPS) on Suomi NPP including Direct readout capabilities from OMI and OMPS in Alaska (GINA) and Finland (FMI):; and lidar applications from the Caliop instrument coupled with the imaging IR sensor on the NASA/CNES CALIPSO satellite. Many of these applications are in the process of being transferred to the Washington and Alaska Volcanic Ash Advisory Centers (VAAC) where they support operational monitoring and advisory services. Some have also been accepted, transitioned and adapted for direct, onboard, automated product production in future U.S. operational satellite systems including GOES-R, and in automated volcanic cloud detection, characterization and alerting tools at the VAACs. While other observations and applications remain to be developed for the current constellation of NASA EOS sensors and integrated with observing and forecast systems, future requirements and capabilities for volcanic ash observations and applications are also being developed. Many of these are based on technologies currently being tested on NASA aircraft, Unmanned Aerial Systems (UAS) and balloons. All of these efforts and the potential advances that will be realized by integrating them are shared in this presentation.

Murray, John J.↗

NASA NTRS2000

Analysis of Complexity Evolution Management and Human Performance Issues in Commercial Aircraft Automation Systems

Autoflight systems in the current generation of aircraft have been implicated in several recent incidents and accidents. A contributory aspect to these incidents may be the manner in which aircraft transition between differing behaviours or 'modes.' The current state of aircraft automation was investigated and the incremental development of the autoflight system was tracked through a set of aircraft to gain insight into how these systems developed. This process appears to have resulted in a system without a consistent global representation. In order to evaluate and examine autoflight systems, a 'Hybrid Automation Representation' (HAR) was developed. This representation was used to examine several specific problems known to exist in aircraft systems. Cyclomatic complexity is an analysis tool from computer science which counts the number of linearly independent paths through a program graph. This approach was extended to examine autoflight mode transitions modelled with the HAR. A survey was conducted of pilots to identify those autoflight mode transitions which airline pilots find difficult. The transitions identified in this survey were analyzed using cyclomatic complexity to gain insight into the apparent complexity of the autoflight system from the perspective of the pilot. Mode transitions which had been identified as complex by pilots were found to have a high cyclomatic complexity. Further examination was made into a set of specific problems identified in aircraft: the lack of a consistent representation of automation, concern regarding appropriate feedback from the automation, and the implications of physical limitations on the autoflight systems. Mode transitions involved in changing to and leveling at a new altitude were identified across multiple aircraft by numerous pilots. Where possible, evaluation and verification of the behaviour of these autoflight mode transitions was investigated via aircraft-specific high fidelity simulators. Three solution approaches to concerns regarding autoflight systems, and mode transitions in particular, are presented in this thesis. The first is to use training to modify pilot behaviours, or procedures to work around known problems. The second approach is to mitigate problems by enhancing feedback. The third approach is to modify the process by which automation is designed. The Operator Directed Process forces the consideration and creation of an automation model early in the design process for use as the basis of the software specification and training.

Vakil, Sanjay S.↗

NASA NTRS1983

Time scheduling of a mix of 4D equipped and unequipped aircraft

In planning for a future automated air traffic system, it is necessary to confront the transition situation in which some percentage of the traffic must be handled by conventional means. A safe, efficient transition system is needed since initially not all aircraft will be able to respond to a more automated system. The specific problem addressed was that of time scheduling a mix of 4D-equipped aircraft (aircraft that can accurately meet a controller specified time schedule at selected way points in the terminal area) when operating in conjunction with unequipped aircraft (aircraft that require air traffic handling by means of standard vectoring techniques). First, a relationship between time separation and system capacity was developed. The time separations were incorporated into a set of scheduling algorithms which contain the required elements of flexibility needed for terminal-area operation, such as delaying aircraft and changing time separations. The problem of reducing the size of time separations allotted for vectored aircraft by means of computer assists to the controller was also addressed.

Tobias, L.↗

NASA NTRS1983

Time scheduling of a mix of 4D equipped and unequipped aircraft

Tobias, L.↗

NASA NTRS2010

Data Validation in the Kepler Science Operations Center Pipeline

We present an overview of the Data Validation (DV) software component and its context within the Kepler Science Operations Center (SOC) pipeline and overall Kepler Science mission. The SOC pipeline performs a transiting planet search on the corrected light curves for over 150,000 targets across the focal plane array. We discuss the DV strategy for automated validation of Threshold Crossing Events (TCEs) generated in the transiting planet search. For each TCE, a transiting planet model is fitted to the target light curve. A multiple planet search is conducted by repeating the transiting planet search on the residual light curve after the model flux has been removed; if an additional detection occurs, a planet model is fitted to the new TCE. A suite of automated tests are performed after all planet candidates have been identified. We describe a centroid motion test to determine the significance of the motion of the target photocenter during transit and to estimate the coordinates of the transit source within the photometric aperture; a series of eclipsing binary discrimination tests on the parameters of the planet model fits to all transits and the sequences of odd and even transits; and a statistical bootstrap to assess the likelihood that the TCE would have been generated purely by chance given the target light curve with all transits removed. Keywords: photometry, data validation, Kepler, Earth-size planets

Wu, Hayley↗

NASA NTRS2010

A Comparison Between Orion Automated and Space Shuttle Rendezvous Techniques

The Orion spacecraft will replace the space shuttle and will be the first human spacecraft since the Apollo program to leave low earth orbit. This vehicle will serve as the cornerstone of a complete space transportation system with a myriad of mission requirements necessitating rendezvous to multiple vehicles in earth orbit, around the moon and eventually beyond . These goals will require a complex and robust vehicle that is, significantly different from both the space shuttle and the command module of the Apollo program. Historically, orbit operations have been accomplished with heavy reliance on ground support and manual crew reconfiguration and monitoring. One major difference with Orion is that automation will be incorporated as a key element of the man-vehicle system. The automated system will consist of software devoted to transitioning between events based on a master timeline. This effectively adds a layer of high level sequencing that moves control of the vehicle from one phase to the next. This type of automated control is not entirely new to spacecraft since the shuttle uses a version of this during ascent and entry operations. During shuttle orbit operations however many of the software modes and hardware switches must be manually configured through the use of printed procedures and instructions voiced from the ground. The goal of the automation scheme on Orion is to extend high level automation to all flight phases. The move towards automation represents a large shift from current space shuttle operations, and so these new systems will be adopted gradually via various safeguards. These include features such as authority-to-proceed, manual down modes, and functional inhibits. This paper describes the contrast between the manual and ground approach of the space shuttle and the proposed automation of the Orion vehicle. I will introduce typical orbit operations that are common to all rendezvous missions and go on to describe the current Orion automation architecture and contrast it with shuttle rendezvous techniques and circumstances. The shuttle rendezvous profile is timed to take approximately 3 days from orbit insertion to docking at the International Space Station (ISS). This process can be divided into 3 phases: far-field, mid-field and proximity operations. The far-field stage is characterized as the most quiescent phase. The spacecraft is usually too far to navigate using relative sensors and uses the Inertial Measurement Units (IMU s) to numerically solve for its position. The maneuvers are infrequent, roughly twice per day, and are larger than other burns in the profile. The shuttle uses this opportunity to take extensive ground based radar updates and keep high fidelity orbit states on the ground. This state is then periodically uplinked to the shuttle computers. The targeting solutions for burn maneuvers are also computed on the ground and uplinked. During the burn the crew is responsible for setting the shuttle attitude and configuring the propulsion system for ignition. Again this entire process is manually driven by both crew and ground activity. The only automatic processes that occur are associated with the real-time execution of the burn. The Orion automated functionality will seek to relieve the workload of both the crew and ground during this phase

Ruiz, Jose O,↗

NASA NTRSDate not supplied

Manual Crew Override of Vehicle Landings Following G-Transitions

BACKGROUND Manual control during exploration spaceflight consists of both planned automated supervisory control and unplanned crew override. This crew override capability is critical to enable overall mission success during landing contingencies. However, the introduction of manual override capabilities must be implemented to enable crews to mitigate risks introduced by human error. Adaptive changes in the sensorimotor system can manifest during g-transitions as spatial disorientation. While training and landing aids enable successful landing through disorientation, these adaptive changes may increase cognitive demand that needs to be accounted for in the manual control strategy. It is important to characterize these effects as soon as possible following the G-transition to develop appropriate countermeasures. METHODS In this study, we will examine operational piloting tasks following International Space Station (ISS) missions in a simulated lunar landing using a six-degree-of-freedom (6DOF) motion base. The motion-based simulation will be implemented in our laboratory at the Johnson Space Center (JSC) and will be available within hours following the return from commercial crew landings. The primary goals of this study are (1) to understand the impact of spaceflight on crew ability to perform manual crew override tasks, (2) to examine how adaptive changes in vestibular and cognitive function relate to changes in manual crew override proficiency, and (3) compare performance during late “just-in-time” on-board training with early post-flight crew performance. The impact of spaceflight on piloting capability will be assessed from pre- versus post-flight changes in crewmembers assigned to either short duration (< 30 day) or long duration (~6- month) missions to the International Space Station (ISS). Individual differences in post-flight vestibular and cognitive changes include motion sickness reports, measures of tilt motion perception accuracy and precision, and dual-task tracking. During the 6DOF lunar simulation, the crew will manually takeover attitude and rate-of-descent to the nominal or re-designated landing aim point during the approach phase. The outcome measures for the lunar crew override tasks will be the percent time maintaining actual vehicle states, e.g., attitude and rate-of-descent, within recommended guidance during the landing approach, number and maximum deviation outside limits, and root mean square error (RMSE). Given that “just-in-time” (JIT) training is an operational expectation for the Human Landing System (HLS) program, all participants will perform late inflight JIT training for each manual crew override task in which they will participate. Crew proficiency will be captured inflight during JIT training that will be implemented on a laptop with hand controllers to allow the crewmember to practice the landing task procedures like the approach implemented for JIT training with Shuttle landing and ISS telerobotic tasks. COUNTERMEASURE UPDATES The lunar lander simulation has been implemented onto a two-laptop display system where subjects select from alternative landing points, based upon avoiding hazards that the on-board system identifies during the landing. The subject makes inputs using a rotational hand controller (i.e., joystick) and a translational hand controller, which are processed by simulated vehicle dynamics to update the vehicle attitude and rate of descent. Subjects will utilize a combination of flight, situation, and status displays to monitor the state of the simulated vehicle. The simulation exports tilt and translation movements to a 6DOF motion base synced to visual movements and provides representative vestibular cues to the subject while performing the task inside an enclosed cabin featuring a simulated lunar out-the-window view and a heads-down lander cockpit view. RELEVANCE This project will deliver an operational demonstration of crew override capability following spaceflight and identify potential deficits that may require remediation. Comparison of individual vestibular and cognitive changes with crew override performance will help better characterize the manual control risks associated with sensorimotor alterations. The inclusion of “just-in-time” on-board training will ensure we are characterizing changes in override proficiency with this expected countermeasure in place. ACKNOWLEDGEMENTS: The authors acknowledge contributions from Draper, HLS Joint Test Panel, Crew HLS Interfaces for Piloting Working Group, and Dynamic Skills Trainer (DST) Lab toward the development of the lunar landing simulation. This project is funded by the Human Health Countermeasures Element.

Austin M Bollinger↗