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The sUAS subgroup of the m:N Working Group has been working on a white paper detailing personnel selection, roles, and training for m:N operations using small UAS. This briefing details the status of the draft, provides a high-level summary of uses cases considered in the document, and discusses next steps.
The U.S. Department of Defense (DoD) has been tasked to support rescue efforts in the event of an off-nominal landing of a Commercial Crew Program vehicle transporting NASA crewmembers to or from the International Space Station. The DoD is further tasked to support returning U.S. and International Partner crewmembers on Russian Soyuz spacecraft missions, specifically to ensure aeromedical evacuation capability in the event of a crewmember injury at the time of launch or landing. This DoD mission is primarily considered during planned launch and landing operations, with forces placed in an alert posture to support if needed. However, overall mission concept of operations encompasses a no-notice rescue capability in the event of an on-orbit emergency. Such contingency scenarios are pre-coordinated and simulated to ensure a ready posture of associated DoD assets and to promote coordination of government, commercial, and military stakeholders. To date, planning and simulations have focused on execution of a single rescue mission; the possibility of a multi-vehicle evacuation and rescue scenario has not been adequately explored. This presentation will examine the process of responding to an emergency onboard the International Space Station that results in the early departure and deorbit of multiple docked vehicles to preserve the health and safety of the crew. We will highlight the complexity of this recovery scenario and discuss potential complications that could arise, as well as identify areas in which deliberate planning and simulation can better ensure successful preparation for such a multifaceted recovery operation.
On November 29th and 30th, 2022, the m:N UAS working group and its subgroups [small Unmanned Aircraft Systems (sUAS), Large UAS, High Altitude Platform Systems (HAPS), and Urban Air Mobility (UAM)] met at the NASA Ames Research Center in Mountain View, CA for an in person meeting. The option to dial in remotely and use Conference.IO to engage with questions was offered as well. The subgroups meet multiple times throughout the year, virtually. Twice a year however, participants from all the subgroups come together to brief each other on progress, challenges, and path forward ideas for incorporating UAS into the airspace. The m:N UAS working group is run by Jay Shively (Adaptive Aerospace) and Andy Thurling (Thurling Aero Consulting) and is comprised of members from government, industry, and academia in an effort to identify and reduce barriers to m:N operations. This effort also includes identifying requirements, use cases, and metrics to support organizations and groups including the FAA and RTCA’s SC-228 Detect and Avoid. Each subgroup is run by a government/industry team.
This document serves as an annual report of m:N Unmanned Aircraft Systems (UAS) subgroup activities, addressed challenges, and roadmaps for the future. The subgroups consist of small Unmanned Aircraft Systems (sUAS), Large UAS, High Altitude Platform Systems (HAPS), and Urban Air Mobility (UAM). Also included in this report are participant lists for each subgroup (Appendix B) and future roadmap and outreach plans.The subgroups meet in a virtual format multiple times throughout the year. Twice a year, participants from all the subgroups come together as part of the m:N working group to brief each other in person on progress, challenges, and path forward ideas for successful incorporation of UAS into the airspace. Recent m:N in person meetings include: - November 29-30, 2022 at the NASA Ames Research Center in Mountain View, CA - May 9 & 11, 2023 at AUVSI’s Xponential conference in Denver, CO - The next in person working group meeting is planned for November 28-30, 2023 at NASA Langley in Hampton, Virginia The m:N UAS working group is run by Jay Shively (Adaptive Aerospace) and Andy Thurling (Thurling Aero Consulting) and is comprised of members from government, industry, and academia in an effort to identify and reduce barriers to m:N operations. This effort also includes identifying requirements, use cases, and metrics to support organizations and groups including the Federal Aviation Administration (FAA) and Radio Technical Commission for Aeronautics (RTCA’s) SC-228 Detect and Avoid committee.
The Pathfinding for Airspace with Autonomous Vehicles (PAAV) project is investigating how to integrate increasingly autonomous aircraft into the current air traffic management system. The project aims to help develop airspace procedures and technologies that are scalable to future autonomous operations. The purpose of this brief is to inform a working group on past and future PAAV efforts. The working group specializes in "m:N" operations, which refers to remote operations where one or more ground-based pilots cooperatively control multiple unmanned aircraft. The PAAV team will detail an upcoming tabletop exercise that is designed to elicit feedback from subject matter experts on current barriers to m:N operations for unmanned cargo operations and potential solutions to those obstacles. The working group will be given an opportunity to provide feedback on the objectives and methodology to be used in the PAAV tabletop exercise.
This is a status report on the m:N working group that has met three times over the last two years. They have identified barriers by domain, detect and avoid use-cases, and further analysis.
Recent breakthroughs in several different fields now make it possible to incorporate the use of superconducting magnets in structures in ways which enhance the performance of structural members or components of structural systems in general and Maglev guideway mega-structures in particular. The building of structural systems which connect appropriately scaled superconducting magnets with the post-tensioned tensile components of beams, girders, or columns would, if coupled with 'state of the art' structure monitoring, feedback and control systems, and advanced computer software, constitute a distinct new generation of structures that would possess the unique characteristic of being heuristic and demand or live-load responsive. The holistic integration of powerful superconducting magnets in structures so that they do actual structural work, creates a class of 'technologically endowed' structures that, in part - literally substitute superconductive electric power and magnetism for concrete and steel. The research and development engineering, and architectural design issues associated with such 'technologically endowed' structural system can now be conceptualized, designed, computer simulates built and tested. The Maglev guideway mega-structure delineated herein incorporates these concepts, and is designed for operation in the median strip of U.S. Interstate Highway 5 from San Diego to Seattle an Vancouver, and possibly on to Fairbanks, Alaska. This system also fits in the median strip of U.S. Interstate Highway 55 and 95 North-South, and 80 and 10, East-West. As a Western Region 'Peace Dividend' project, it could become a National or Bi-National research, design and build, super turnkey project that would create thousands of jobs by applying superconducting, material science, electronic aerospace and other defense industry technologies to a multi-vehicle, multi-use Maglev guideway megastructure that integrates urban mass transit Lower Speed (0-100 mph), High Speed (100-200 mph), Super Speed (200-400 mph), and Hypersonic evacuated tube (400-10,000 mph) Maglev systems.
A detect and avoid use-case was developed to highlight detect and avoid issues associated with m:N operations in the auto cargo domain. This work is being done in conjunction with industry partners and developed for the Operational Scenario and Environmental Description (OSED) for RTCA SC-228. The detect and avoid function is critical, required technology for unmanned aircraft to operation in the national airspace. RTCA SC-228 has published MOPS (phase 1 & 2) detailing the requirements and methods of compliance. This work will help address additional operational aspects of how/when DAA will be employed by unmanned systems. Specifically, this work focuses on “auto cargo” operations. Auto cargo, in this context, refers to regularly scheduled cargo-size aircraft that are flown remotely. The Remote Pilot In Command (RPIC), in this case, is responsible for multiple aircraft, flown simultaneously. The use-case details the use of DAA in this context, the potential issues and gaps that exist.
Detailed analysis of the Automatic Rendezvous and Capture problem indicate a need for three different regions of mathematical description for the GN&C algorithms: (1) multi-vehicle orbital mechanics to the rendezvous interface point, i.e., within 100 n.; (2) relative motion solutions (such as Clohessy-Wiltshire type) from the far-field to the near-field interface, i.e., within 1 nm; and (3) close proximity motion, the nearfield motion where the relative differences in the gravitational and orbit inertial accelerations can be neglected from the equations of motion. This paper defines the reference coordinate frames and control parameters necessary to model the relative motion and attitude of spacecraft in the close proximity of another space system (Region 2 and 3) during the Automatic Rendezvous and Capture phase of an orbit operation.
Humans are frequently left to “backstop” automated systems, and Human Factors specialists have argued against this for decades with, at best, partial success. What if we took a different tack... and designed to support it? The participants were involved in a recent effort to review and document cases across multiple domains where operators acted as a “failsafe” for automation, intervening in unanticipated situations to maximize success and minimize damage. We defined a “Human As Failsafe” (HAF) incident and then investigated conditions and practices making HAF success more or less likely. Analyzing these historical incidents, we suggested remediation approaches. The project also examined the legal concept of culpability (i.e., when intervention should have happened but didn’t) and proposed a state-machine-based analytic simulation to identify when HAF interventions are plausible. The panel objective will be to briefly present these concepts, but more generally to discuss designing for inevitable HAF events. This presentation with review the concept of a HAT Assistant to support multi-vehicle control of drones in a wildland firefighting context.
Since 2019, the NASA and industry partners have been involved in research focused on a novel paradigm for operations of remotely piloted aircraft. This paradigm involves multiple people sharing a fleet of multiple vehicles between them. Referred to as m:N (pronounced “em-to-en”), this configuration describes a ratio where m is the number of operators and N is the number of vehicles. Through force and asset multiplication, the m:N concept seeks to enable a scalable and resilient operation of remotely crewed vehicles. The primary means of obtaining such a robust operation is through allowing a flexible crew of variable size to dynamically attend to the needs of assets in while performing real-time operator workload management. It is in that sense that assets are shared between operators: as needed (such as in events of elevated workload) an operator in an m:N context can “handoff” the responsibility for some amount of assets, nh < N, to be absorbed by the m – 1 crew members on staff. At some time later, these nh assets could be returned to their original owner or they may be further distributed to other crew if called for by the mission. During this panel, I will elaborate on the research activity undertaken by the Human-Autonomy Teaming (HAT) Laboratory at NASA Ames Research Center over the previous three years. The studies conducted by the HAT Lab range from interviews with subject matter experts, a cognitive walkthrough, a task analysis, and two simulation experiments to-date. During experimentation, pilots made use of an advanced Ground Control Station developed by the HAT Lab and industry partners to simulate m:N operations in two large, metropolitan areas of Southern California: Los Angeles and San Diego. Further experimentation planned over the next few years. Results from our research to-date indicates that pilots of a moderately sized fleet of about a dozen remotely crewed aircraft adequately maintained safety performance and situation awareness of their aircraft, even when presented with unexpected situations of heightened workload.
Recent studies of missions to the Moon, Mars and Near Earth Asteroids (NEA) indicate that these missions often involve several distinct separately launched vehicles that must ultimately be integrated together in-flight and operate as one unit. Therefore, it is important to see these vehicles as elements of a larger segmented spacecraft rather than separate spacecraft flying in formation. The evolution of large multi-vehicle exploration architecture creates the need (and opportunity) to establish a global power architecture that is common across all vehicles. The Advanced Exploration Systems (AES) Modular Power System (AMPS) project managed by NASA Glenn Research Center (GRC) is aimed at establishing the modular power system architecture that will enable power systems to be built from a common set of modular building blocks. The project is developing, demonstrating and evaluating key modular power technologies that are expected to minimize non-recurring development costs, reduce recurring integration costs, as well as, mission operational and support costs. Further, modular power is expected to enhance mission flexibility, vehicle reliability, scalability and overall mission supportability. The AMPS project not only supports multi-vehicle architectures but should enable multi-mission capability as well. The AMPS technology development involves near term demonstrations involving developmental prototype vehicles and field demonstrations. These operational demonstrations not only serve as a means of evaluating modular technology but also provide feedback to developers that assure that they progress toward truly flexible and operationally supportable modular power architecture.
This paper presents the development of a hardware testbed for DC-distributed high-power charging (HPC) stations. As DC distributed solutions emerge as a viable solution to optimize HPC site operations, challenges such as interoperability, protection, and seamless integration of distributed energy resources (DER) persist. These issues underscore the need for a robust testing facility to investigate compliance of available commercial off-the-shelf (COTS) market devices. The developed testbed features a DC-distributed charging hub including a charger, emulated energy storage system (ESS), and site level communication and controller implementation. It facilitates the testing of COTS hardware, charger prototypes, standards validation and site energy management system (SEMS) controllers at rated power. This paper details the development of the charging infrastructure platform, implementation of communication system, validation of different SEMS algorithms, and understanding improvements required for future expansion. Using the developed testbed, interoperability gaps for SEMS implementation with multi-vehicle concurrent charging via a multi-port charger are experimentally observed. Aimed at supporting the transition to large-scale EV charging infrastructure deployment and DER integration, this testbed plays a crucial role in conformity testing of COTS device interoperability.
Multi-vehicle missions are an integral part of NASA s and other space agencies current and future business. These multi-vehicle missions generally involve collectively utilizing the array of instrumentation dispersed throughout the system of space vehicles, and communicating via crosslinks to achieve mission goals such as formation flying, autonomous operation, and collective data gathering. NASA s Goddard Space Flight Center (GSFC) is developing the Formation Flying Test Bed (FFTB) to provide hardware-in- the-loop simulation of these crosslink-based systems. The goal of the FFTB is to reduce mission risk, assist in mission planning and analysis, and provide a technology development platform that allows algorithms to be developed for mission hctions such as precision formation flying, synchronization, and inter-vehicle data synthesis. The FFTB will provide a medium in which the various crosslink transponders being used in multi-vehicle missions can be plugged in for development and test. An integral part of the FFTB is the Crosslink Channel Simulator (CCS),which is placed into the communications channel between the crosslinks under test, and is used to simulate on-orbit effects to the communications channel due to relative vehicle motion or antenna misalignment. The CCS is based on the Starlight software programmable platform developed at General Dynamics Decision Systems which provides the CCS with the ability to be modified on the fly to adapt to new crosslink formats or mission parameters.
The Human Autonomy Teaming Laboratory at NASA Ames Research Center (ARC) is planning to conduct an experiment investigating system-level effects operational vertiport disruptions on Urban Air Mobility (UAM) traffic in a simulated vertiport network in Denver, CO. The simulation will involve two parties, one at NASA ARC and another at NASA Langley Research Center (LaRC), each playing the role of a UAM Operator. This study, referred to as the "High Complexity Sim," features a 3-by-2-by-2 mixed subjects design. The variables to be manipulated are the scale of the disruption (Disruption, three levels: Small, Medium, and Large, affecting 1, 2, and 3+, vertiports, respectively), m:N ratio (Ratio, two levels: 2:6 and 2:12), and the assumption of UAM corridors (Corridors, two levels: With and Without). Local and system-wide capacity (i.e., throughput), efficiency (scale and number of flight delays, filed-vs-flown flight times), and human performance metrics (workload, situation awareness, heart rate/heart rate variability, eye gaze/fixation and saccades, stress) will be measured. This presentation details the experimental design and planned timeline for the study.
Earlier studies show that future human explorations missions are composed of multi-vehicle assemblies with interconnected electric power systems. Some vehicles are often intended to serve as flexible multi-purpose or multi-mission platforms. This drives the need for power architectures that can be reconfigured to support this level of flexibility. Power system developmental costs can be reduced, program wide, by utilizing a common set of modular building blocks. Further, there are mission operational and logistics cost benefits of using a common set of modular spares. These benefits are the goals of the Advanced Exploration Systems (AES) Modular Power System (AMPS) project. A common set of modular blocks requires a substantial level of standardization in terms of the Electrical, Data System, and Mechanical interfaces. The AMPS project is developing a set of proposed interface standards that will provide useful guidance for modular hardware developers but not needlessly constrain technology options, or limit future growth in capability. In 2015 the AMPS project focused on standardizing the interfaces between the elements of spacecraft power distribution and energy storage. The development of the modular power standard starts with establishing mission assumptions and ground rules to define design application space. The standards are defined in terms of AMPS objectives including Commonality, Reliability-Availability, Flexibility-Configurability and Supportability-Reusability. The proposed standards are aimed at assembly and sub-assembly level building blocks. AMPS plans to adopt existing standards for spacecraft command and data, software, network interfaces, and electrical power interfaces where applicable. Other standards including structural encapsulation, heat transfer, and fluid transfer, are governed by launch and spacecraft environments and bound by practical limitations of weight and volume. Developing these mechanical interface standards is more difficult but an essential part of defining physical building blocks of modular power. This presentation describes the AMPS projects progress towards standardized modular power interfaces.
Typically for a rendezvous and docking scenario, only a single vehicle is considered the active vehicle. As a result, the target vehicle’s GN&C system is typically not a factor in the integrated performance analysis as it assumes a passive role. However, for upcoming NASA Artemis missions the active vehicle is both the chaser and target spacecraft. In addition, both vehicles are cooperating with one another, sharing telemetry data, and relying on data extracted from the GN&C system of the other. The process also includes a team of ground support personnel in mission control are tracking and monitoring each spacecraft uplinking state estimates and targeting solutions to support mission operations and enhance the onboard flight system performance. Being able to quickly analyze the impact of both vehicles with two different GN&C systems that also interact with the ground that does its own navigation and targeting uploads is critical. This paper outlines how to perform this rapid analysis using linear covariance techniques and applies them to a rendezvous scenario initiated in low lunar orbit and completed in a Near Rectilinear Halo Orbit (NRHO) representative of the NASA Artemis III mission.