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Conceptual design of a synchronous Mars telecommunications satellite

Future missions to Mars will require a communications system to link activities on the Martian surface with each other and with mission controllers on Earth. A conceptual design is presented for an aerosynchronous communications satellite to provide these links. The satellite provides the capability for voice, data/command, and video transmissions. The mission scenario assumed for the design is described, and a description of a single aerosynchronous satellite is explained. A viable spacecraft design is then presented. Communication band selection and channel allocation are discussed. The communications system conceptual design is presented along with the trades used in sizing each of the required antennas. Also, the analyses used to develop the supporting subsystem designs are described as is the communications impact on each subsystem design.

Badi, Deborah M.↗

Microwave-Driven Multifunctional Capability of Membrane Structures

A large, ultra lightweight space structure, such as solar sails and Gossamer spacecrafts, requires a distributed power source to alleviate wire networks, unlike the localized on-board power infrastructures typically found in most small spacecrafts. The concept of microwave-driven multifunctional capability for membrane structures is envisioned as the best option to alleviate the complexity associated with hard-wired control circuitry and on-board power infrastructures. A rectenna array based on a patch configuration for high voltage output was developed to drive membrane actuators, sensors, probes, or other devices. Networked patch rectenna array receives and converts microwave power into a DC power for an array of smart actuators. To use microwave power effectively, the concept of a power allocation and distribution (PAD) circuit is adopted for networking a rectenna/actuator patch array. The use of patch rectennas adds a significant amount of rigidity to membrane flexibility and they are relatively heavy. A dipole rectenna array (DRA) appears to be ideal for thin-film membrane structures, since DRA is flexible and light. Preliminary design and fabrication of PAD circuitry that consists of a few nodal elements were made for laboratory testing. The networked actuators were tested to correlate the network coupling effect, power allocation and distribution, and response time.

Choi, Sang H.↗

Visual Attention to Radar Displays

A model is described which predicts the allocation of attention to the features of a radar display. It uses the growth of uncertainty and the probability of near collision to call the eye to a feature of the display. The main source of uncertainty is forgetting following a fixation, which is modelled as a two dimensional diffusion process. The model was used to predict information overload in intercept controllers, and preliminary validation obtained by recording eye movements of intercept controllers in simulated and live (practice) interception.

Moray, N.↗

Surface Modeling and Grid Generation for Iced Airfoils (SmaggIce)

Many of the troubles associated with problem solving are alleviated when there is a model that can be used to represent the problem. Through the Advanced Graphics and Visualization (G-VIS) Laboratory and other facilities located within the Research Analysis Center, the Computer Services Division (CSD) is able to develop and maintain programs and software that allow for the modeling of various situations. For example, the Icing Research Branch is devoted to investigating the effect of ice that forms on the wings and other airfoils of airplanes while in flight. While running tests that physically generate ice and wind on airfoils within the laboratories and wind tunnels on site are done, it would be beneficial if most of the preliminary work could be done outside of the lab. Therefore, individuals from within CSD have collaborated with Icing Research in order to create SmaggIce. This software allows users to create ice patterns on clean airfoils or open files containing a variety of icing situations, manipulate and measure these forms, generate, divide, and merge grids around these elements for more explicit analysis, and specify and rediscretize subcurves. With the projected completion date of Summer 2005, the majority of the focus of the Smagglce team is user-functionality and error handling. My primary responsibility is to test the Graphical User Interface (GUI) in SmaggIce in order to ensure the usability and verify the expected results of the events (buttons, menus, etc.) within the program. However, there is no standardized, systematic way in which to test all the possible combinations or permutations of events, not to mention unsolicited events such as errors. Moreover, scripting tests, if not done properly and with a view towards inevitable revision, can result in more apparent errors within the software and in effect become useless whenever the developers of the program make a slight change in the way a specific process is executed. My task therefore requires a brief yet intense study into GUI coverage criteria and creating algorithms for GUI implementation. Nevertheless, there are still heavily graphical features of SmaggIceSmaggIce that must be either corrected or redesigned before its release. A particular feature of SmaggIce is the ability to smooth out curves created by control points that form an arbitrary shape into something more acquiescent to gridding (while maintaining the integrity of the data). This is done by a mathematical model known as Non-Uniform Rational B-Spline (NURBS) curves. Existing NURBS code is written in FORTRAN-77 with static arrays for holding information. My new assignment is to allow for dynamic memory allocation within the code and to make it possible for the developers to call out functions from the NURBS code using C.

Hammond, Brandy M.↗

Protecting Against Faults in JPL Spacecraft

A paper discusses techniques for protecting against faults in spacecraft designed and operated by NASA s Jet Propulsion Laboratory (JPL). The paper addresses, more specifically, fault-protection requirements and techniques common to most JPL spacecraft (in contradistinction to unique, mission specific techniques), standard practices in the implementation of these techniques, and fault-protection software architectures. Common requirements include those to protect onboard command, data-processing, and control computers; protect against loss of Earth/spacecraft radio communication; maintain safe temperatures; and recover from power overloads. The paper describes fault-protection techniques as part of a fault-management strategy that also includes functional redundancy, redundant hardware, and autonomous monitoring of (1) the operational and health statuses of spacecraft components, (2) temperatures inside and outside the spacecraft, and (3) allocation of power. The strategy also provides for preprogrammed automated responses to anomalous conditions. In addition, the software running in almost every JPL spacecraft incorporates a general-purpose "Safe Mode" response algorithm that configures the spacecraft in a lower-power state that is safe and predictable, thereby facilitating diagnosis of more complex faults by a team of human experts on Earth.

Morgan, Paula↗

Assessing Spectrum Compatibility for Beyond-Line-of-Sight UAS Control and Non-Payload Communications

In order to provide for the safe integration of unmanned aircraft systems (UAS) into the National Airspace System (NAS), the control and non-payload communications (CNPC) link must be highly reliable. A specific requirement is that it must operate using aviation safety radiofrequency spectrum. Two types of links are required - line-of-sight (LOS) using terrestrial-based communications and beyond-line-of-sight (BLOS) using satellite communications. The 2012 World Radiocommunication Conference (WRC-12) provided a suitable allocation for LOS CNPC spectrum in the 5030 to 5091 MHz band which, when combined with a previously existing allocation fulfills the LOS spectrum requirement. The 5030 to 5091 MHz band is also allocated for BLOS CNPC, but since a significant portion of that band is required for LOS CNPC, additional BLOS spectrum is required. More critically, there are no satellites in operation or in development to provide such services in that band. Hence BLOS CNPC cannot be provided in protected aviation spectrum under current conditions. To fill this gap and enable integration of UAS into the NAS, it has been proposed to allow CNPC to operate over certain Fixed Satellite Service (FSS) bands in which many satellites currently provide commercial services. To enable this, changes in international regulation must be enacted. Agenda Item 1.5 of the 2015 WRC examines the possible regulatory changes needed. As part of the examination process, sharing between potential UAS using satellite communications for BLOS CNPC and other services allocated to the FSS bands being considered must be studied. This paper reviews the technical requirements and approach being undertaken for these sharing studies, with emphasis on study of interference from UAS into digital repeater links operating under the Fixed Service allocation. These studies are being conducted by NASA Glenn Research Center.

superhigh frequencies↗

Process-Oriented Analysis of Dominant Sources of Uncertainty in the Land Carbon Sink

The observed global net land carbon sink is captured by current land models. All models agree that atmospheric CO 2 and nitrogen deposition driven gains in carbon stocks are partially offset by climate and land-use and land-cover change (LULCC) losses. However, there is a lack of consensus in the partitioning of the sink between vegetation and soil, where models do not even agree on the direction of change in carbon stocks over the past 60 years. This uncertainty is driven by plant productivity, allocation, and turnover response to atmospheric CO 2 (and to a smaller extent to LULCC), and the response of soil to LULCC (and to a lesser extent climate). Overall, differences in turnover explain ~70% of model spread in both vegetation and soil carbon changes. Further analysis of internal plant and soil (individual pools) cycling is needed to reduce uncertainty in the controlling processes behind the global land carbon sink.

Attribution↗

Integrated cockpit design for the Army helicopter improvement program

The main Army Helicopter Improvement Program (AHIP) mission is to navigate precisely, locate targets accurately, communicate their position to other battlefield elements, and to designate them for laser guided weapons. The onboard navigation and mast-mounted sight (MMS) avionics enable accurate tracking of current aircraft position and subsequent target location. The AHIP crewstation development was based on extensive mission/task analysis, function allocation, total system design, and test and verification. The avionics requirements to meet the mission was limited by the existing aircraft structural and performance characteristics and resultant space, weight, and power restrictions. These limitations and night operations requirement led to the use of night vision goggles. The combination of these requirements and limitations dictated an integrated control/display approach using multifunction displays and controls.

Drennen, T.↗

NASA Tech Briefs, December 2003

Topics covered include: Organic/Inorganic Hybrid Polymer/Clay Nanocomposites; Less-Toxic Coatings for Inhibiting Corrosion of Aluminum; Liquid Coatings for Reducing Corrosion of Steel in Concrete; Processable Polyimides Containing APB and Reactive End Caps; Rod/Coil Block Copolyimides for Ion-Conducting Membranes; Techniques for Characterizing Microwave Printed Antennas; Cylindrical Antenna With Partly Adaptive Phased-Array Feed; Command Interface ASIC - Analog Interface ASIC Chip Set; Predicting Accumulations of Ice on Aerodynamic Surfaces; Analyzing Aeroelasticity in Turbomachines; Software for Allocating Resources in the Deep Space Network; Expert Seeker; High-Speed Recording of Test Data on Hard Disks; Functionally Graded Nanophase Beryllium/Carbon Composites; Thin Thermal-Insulation Blankets for Very High Temperatures; Aerostructures Test Wing; Flight-Test Evaluation of Flutter-Prediction Methods; Piezoelectrically Actuated Microvalve for Liquid Effluents; Larger-Stroke Piezoelectrically Actuated Microvalve; Innovative, High-Pressure, Cryogenic Control Valve: Short Face-to-Face, Reduced Cost; Safer Roadside Crash Walls Would Limit Deceleration; Improved Interactive Medical-Imaging System; Scanning Microscopes Using X Rays and Microchannels; Slotting Fins of Heat Exchangers to Provide Thermal Breaks; Methane Clathrate Hydrate Prospecting; Automated Monitoring with a BSP Fault-Detection Test; Automated Monitoring with a BCP Fault-Decision Test; Vector-Ordering Filter Procedure for Data Reduction; Remote Sensing and Information Technology for Large Farms; Developments at the Advanced Design Technologies Testbed; Spore-Forming Bacteria that Resist Sterilization; and Acoustical Applications of the HHT Method.

Source record↗

Assessing Spectrum Compatibility for Beyond-Line-of-Sight UAS Control and Non-Payload Communications

In order to provide for the safe integration of unmanned aircraft systems (UAS) into the National Airspace System (NAS), the control and non-payload communications (CNPC) link must be highly reliable. A specific requirement is that it must operate using aviation safety radiofrequency spectrum. Two types of links are required - line-of-sight (LOS) using terrestrial-based communications and beyond-line- of-sight (BLOS) using satellite communications. The 2012 World Radiocommunication Conference (WRC-12) provided a suitable allocation for LOS CNPC spectrum in the 5030-5091 MHz band which, when combined with a previously existing allocation fulfills the LOS spectrum requirement. The 5030- 5091 MHz band is also allocated for BLOS CNPC, but since a significant portion of that band is required for LOS CNPC, additional BLOS spectrum is required. More critically, there are no satellites in operation or in development to provide such services in that band. Hence BLOS CNPC cannot be provided in protected aviation spectrum under current conditions. To fill this gap and enable integration of UAS into the NAS, it has been proposed to allow CNPC to operate over certain Fixed Satellite Service (FSS) bands in which many satellites currently provide commercial services. To enable this, changes in international regulation must be enacted. Agenda Item 1.5 of the 2015 WRC examines the possible regulatory changes needed. As part of the examination process, sharing between potential UAS using satellite communications for BLOS CNPC and other services allocated to the FSS bands being considered must be studied. This paper reviews the technical requirements and approach being undertaken for these sharing studies, with emphasis on study of interference from UAS into digital repeater links operating under the Fixed Service allocation. These studies are being conducted by NASA Glenn Research Center.

compatibility↗

Where is the Human in the Loop? Human Factors Analysis of Extended Visual Line of Sight Unmanned Aerial System Operations within a Remote Operations Environment

Many envisioned technological and conceptual innovations focus on allocating more functions to automation, relegating the human as an afterthought if not a nuisance. Yet, until complete autonomy is realized, the human will remain “in the loop”. The National Aeronautics and Space Administration is supporting research for the development and maturation of automated technologies and architectures for the future of advanced air mobility. Standing up a remote operations center used to control, manage, and monitor multiple highly automated vehicles is an important step towards realizing the advanced air mobility vision. At the National Aeronautics and Space Administration’s Langley Research Center, a remote operation center exists and has been tested using humans piloting simulated vehicles. In this paper, we explore the human element within live flight operations that rely on increasingly automated technologies. Four ground control station operators performed multiple live flight operations. We employed a naturalistic approach and relied on qualitative data such as interviews and discussions with subject matter experts to help facilitate discovery. The present work evaluates the functions that the human and the automation had during the live operations, lists psychological constructs that may have promoted or reduced task performance, and provides recommendations on design of the remote operations environment and training of future ground control station operators.

Advanced Air Mobility↗

Where is the Human in the Loop? Human Factors Analysis of Extended Visual Line of Sight Unmanned Aerial System Operations within a Remote Operations Environment

Many envisioned technological and conceptual innovations focus on allocating more functions to automation, relegating the human as an afterthought if not a nuisance. Yet, until complete autonomy is realized, the human will remain “in the loop”. The National Aeronautics and Space Administration is supporting research for the development and maturation of automated technologies and architectures for the future of advanced air mobility. Standing up a remote operations center used to control, manage, and monitor multiple highly automated vehicles is an important step towards realizing the advanced air mobility vision. At the National Aeronautics and Space Administration’s Langley Research Center, a remote operation center exists and has been tested using humans piloting simulated vehicles. In this paper, we explore the human element within live flight operations that rely on increasingly automated technologies. Four ground control station operators performed multiple live flight operations. We employed a naturalistic approach and relied on qualitative data such as interviews and discussions with subject matter experts to help facilitate discovery. The present work evaluates the functions that the human and the automation had during the live operations, lists psychological constructs that may have promoted or reduced task performance, and provides recommendations on design of the remote operations environment and training of future ground control station operators.

Advanced Air Mobility↗

Supply and Resource Management to Progressively Enable EIMO

BACKGROUND: Current medical operations in Low Earth Orbit (LEO) allow for real-time audio-video communication with a flight surgeon at mission control, resupply, and medical evacuation to earth on the order of hours. As mission profiles change from LEO to the Moon, Mars, and beyond, medical risk as a contribution to overall mission risk is anticipated to rise substantially. Concurrently, due to the distance, the medical systems on board vehicles proposed for these mission types are expected to have reduced mass and volume allocation. Together, astronaut crews will be at a higher risk of major medical events, be required to perform a broader set of tasks, and have substantially reduced resources and support to do so. Earth Independent Medical Operations (EIMO) aims to identify and fill the gaps present in this progressively changing paradigm. OVERVIEW: Medical supplies, resources, and skills are central to spaceflight medical systems. Vehicles used for non-LEO missions are anticipated to be smaller and thus the medical system will also need to have reduced mass, volume, and power. Medical resources are another form of consumable and may need resupply or pre-deployment to meet crew needs. One particular concern is the degradation of medications which become less efficacious and potentially toxic with time, particularly given environmental conditions such as temperature, humidity, oxygen, and radiation which have not yet been fully studied. Supply and resource management in LEO is dependent on resupply, however the supply chain of transporting equipment does not yet have a clear infrastructure for missions beyond LEO. DISCUSSION: EIMO is intended to systemically identify and fill these gaps with forward-looking solutions. In mission monitoring of resources with technology like RFID, improving medical resource longevity, targeted resupply and careful pre-mission planning will be central to facilitate crew health and performance. One approach to optimizing resources is the Informing Mission Planning via Analysis of Complex Tradespaces (IMPACT) tool, which uses probabilistic risk assessment (PRA) to quantitatively predict medical risk and identify resources and skills that mitigate this risk. This evidence based, quantitative analysis prediction tool and several other approaches to meeting the challenge of supply and resource management are discussed.

Arian Anderson↗

International Space Station Operational Experience and Its Impacts on Future Mission Supportability

Operational experience gained on the International Space Station (ISS) has enabled significant improvements in failure rate estimates for various Orbital Replacement Units (ORUs). These improved estimates, in turn, allow more efficient and accurate spare parts allocations for future missions, enabling significant reductions in both logistics mass and risk. This paper examines the value of ISS experience to date in terms of its impact on supportability for future missions. A supportability model is presented that assesses the spares required as a function of mission endurance and risk, taking into account uncertainty in failure rate estimates. Changes in ISS Environmental Control and Life Support (ECLSS) ORU failure rate estimates are described and discussed, both in terms of the overall population of ORUs and the evolution of failure rate estimates over time for a particular item. The value of those updated failure rate estimates is assessed by calculating the estimated spares mass requirements for two cases, using the initial, pre-ISS estimates and using the estimates informed by on-orbit experience. Hidden risk resulting from underestimated failure rates is also assessed. These results indicate that, for a 1,200-day Mars mission, ISS experience has enabled a 3.9 t to 6.0 t reduction in ECLSS spares mass required and uncovered failure rate underestimates that would have resulted in an order of magnitude increase in risk had they not been discovered and corrected. The implications of these results for system development and mission planning are discussed, including approaches to accelerate the rate of failure rate refinement and the risks associated with making changes or introducing new systems. Overall, test time is a critical factor that must be carefully considered in system development, and new systems must budget appropriate time for testing in a relevant environment or accept higher risk and logistics requirements on future missions.

Owens, Andrew C.↗

Verification of the Solar Dynamics Observatory High Gain Antenna Pointing Algorithm Using Flight Data

The Solar Dynamics Observatory (SDO) is a NASA spacecraft designed to study the Sun. It was launched on February 11, 2010 into a geosynchronous orbit, and uses a suite of attitude sensors and actuators to finely point the spacecraft at the Sun. SDO has three science instruments: the Atmospheric Imaging Assembly (AIA), the Helioseismic and Magnetic Imager (HMI), and the Extreme Ultraviolet Variability Experiment (EVE). SDO uses two High Gain Antennas (HGAs) to send science data to a dedicated ground station in White Sands, New Mexico. In order to meet the science data capture budget, the HGAs must be able to transmit data to the ground for a very large percentage of the time. Each HGA is a dual-axis antenna driven by stepper motors. Both antennas transmit data at all times, but only a single antenna is required in order to meet the transmission rate requirement. For portions of the year, one antenna or the other has an unobstructed view of the White Sands ground station. During other periods, however, the view from both antennas to the Earth is blocked for different portions of the day. During these times of blockage, the two HGAs take turns pointing to White Sands, with the other antenna pointing out to space. The HGAs handover White Sands transmission responsibilities to the unblocked antenna. There are two handover seasons per year, each lasting about 72 days, where the antennas hand off control every twelve hours. The non-tracking antenna slews back to the ground station by following a ground commanded trajectory and arrives approximately 5 minutes before the formerly tracking antenna slews away to point out into space. The SDO Attitude Control System (ACS) runs at 5 Hz, and the HGA Gimbal Control Electronics (GCE) run at 200 Hz. There are 40 opportunities for the gimbals to step each ACS cycle, with a hardware limitation of no more than one step every three GCE cycles. The ACS calculates the desired gimbal motion for tracking the ground station or for slewing, and sends the command to the GCE at 5 Hz. This command contains the number of gimbals steps for that ACS cycle, the direction of motion, the spacing of the steps, and the delay before taking the first step. The AIA and HMI instruments are sensitive to spacecraft jitter. Pre-flight analysis showed that jitter from the motion of the HGAs was a cause of concern. Three jitter mitigation techniques were developed to overcome the effects of jitter from different sources. The first method is the random step delay, which avoids gimbal steps hitting a cadence on a jitter-critical mode by pseudo-randomly delaying the first gimbal step in an ACS cycle. The second method of jitter mitigation is stagger stepping, which forbids the two antennas from taking steps during the same ACS cycle in order to avoid constructively adding jitter from two antennas. The third method is the inclusion of an instrument No Step Request (NSR), which allows the instruments to request a stoppage in gimbal stepping during the times when they are taking images. During the commissioning phase of the mission, a jitter test was performed onboard the spacecraft. Various sources of jitter, such as the reaction wheels, the High Gain Antenna motors, and the motion of the instrument filter wheels, were examined to determine the level of their effect on the instruments. During the HGA portion of the test, the jitter amplitudes from the single step of a gimbal were examined, as well as the amplitudes due to the execution of various gimbal rates. These jitter levels are compared with the gimbal jitter allocations for each instrument. Additionally, the jitter test provided insight into a readback delay that exists with the GCE. Pre-flight analysis suggested that gimbal steps scheduled to occur during the later portion of an ACS cycle would not be read during that cycle, resulting in a delay in the telemetered current gimbal position. Flight data from the jitter test confirmed this expectation. Analysis is presentehat shows the readback delay does not have a negative impact on gimbal control. The decision was made to consider implementing two of the jitter mitigation techniques on board the spacecraft: stagger stepping and the NSR. Flight data from two sets of handovers, one set without jitter mitigation and the other with mitigation enabled, were examined. The trajectory of the predicted handover was compared with the measured trajectory for the two cases, showing that tracking was not negatively impacted with the addition of the jitter mitigation techniques. Additionally, the individual gimbal steps were examined, and it was confirmed that the stagger stepping and NSRs worked as designed. An Image Quality Test was performed to determine the amount of cumulative jitter from the reaction wheels, HGAs, and instruments during various combinations of typical operations. In this paper, the flight results are examined from a test where the HGAs are following the path of a nominal handover with stagger stepping on and HMI NSRs enabled. In this case, the reaction wheels are moving at low speed and the instruments are taking pictures in their standard sequence. The flight data shows the level of jitter that the instruments see when their shutters are open. The HGA-induced jitter is well within the jitter requirement when the stagger step and NSR mitigation options are enabled. The SDO HGA pointing algorithm was designed to achieve nominal antenna pointing at the ground station, perform slews during handover season, and provide three HGA-induced jitter mitigation options without compromising pointing objectives. During the commissioning phase, flight data sets were collected to verify the HGA pointing algorithm and demonstrate its jitter mitigation capabilities.

Bourkland, Kristin L.↗

Modeling and Simulation Reliable Spacecraft On-Board Computing

The proposed project will investigate modeling and simulation-driven testing and fault tolerance schemes for Spacecraft On-Board Computing, thereby achieving reliable spacecraft telecommunication. A spacecraft communication system has inherent capabilities of providing multipoint and broadcast transmission, connectivity between any two distant nodes within a wide-area coverage, quick network configuration /reconfiguration, rapid allocation of space segment capacity, and distance-insensitive cost. To realize the capabilities above mentioned, both the size and cost of the ground-station terminals have to be reduced by using reliable, high-throughput, fast and cost-effective on-board computing system which has been known to be a critical contributor to the overall performance of space mission deployment. Controlled vulnerability of mission data (measured in sensitivity), improved performance (measured in throughput and delay) and fault tolerance (measured in reliability) are some of the most important features of these systems. The system should be thoroughly tested and diagnosed before employing a fault tolerance into the system. Testing and fault tolerance strategies should be driven by accurate performance models (i.e. throughput, delay, reliability and sensitivity) to find an optimal solution in terms of reliability and cost. The modeling and simulation tools will be integrated with a system architecture module, a testing module and a module for fault tolerance all of which interacting through a centered graphical user interface.

Park, Nohpill↗

Comparison of Ground-Based and Airborne Function Allocation Concepts for NextGen Using Human-In-The-Loop Simulations

Investigation of function allocation for the Next Generation Air Transportation System is being conducted by the National Aeronautics and Space Administration (NASA). To provide insight on comparability of different function allocations for separation assurance, two human-in-the-loop simulation experiments were conducted on homogeneous airborne and ground-based approaches to four-dimensional trajectory-based operations, one referred to as ground-based automated separation assurance (groundbased) and the other as airborne trajectory management with self-separation (airborne). In the coordinated simulations at NASA s Ames and Langley Research Centers, controllers for the ground-based concept at Ames and pilots for the airborne concept at Langley managed the same traffic scenarios using the two different concepts. The common scenarios represented a significant increase in airspace demand over current operations. Using common independent variables, the simulations varied traffic density, scheduling constraints, and the timing of trajectory change events. Common metrics were collected to enable a comparison of relevant results. Where comparisons were possible, no substantial differences in performance or operator acceptability were observed. Mean schedule conformance and flight path deviation were considered adequate for both approaches. Conflict detection warning times and resolution times were mostly adequate, but certain conflict situations were detected too late to be resolved in a timely manner. This led to some situations in which safety was compromised and/or workload was rated as being unacceptable in both experiments. Operators acknowledged these issues in their responses and ratings but gave generally positive assessments of the respective concept and operations they experienced. Future studies will evaluate technical improvements and procedural enhancements to achieve the required level of safety and acceptability and will investigate the integration of airborne and ground-based capabilities within the same airspace to leverage the benefits of each concept.

Wing, David J.↗

Impact of Different Trajectory Option Set Participation Levels within an Air Traffic Management Collaborative Trajectory Option Program

This paper presents the methodology and results of a Human-In-The-Loop (HITL) simulation study conducted in the Airspace Operations Laboratory at NASA Ames Research Center. This study is a part of NASA's ongoing research into developing an Integrated Demand Management (IDM) concept, whose aim is to improve traffic flow management (TFM) by coordinating the FAA's strategic Traffic Flow Management System (TFMS) with its more tactical Time-Based Flow Management (TBFM) system. The purpose of TFM is to regulate air traffic demand so that it is delivered efficiently through constrained airspace resources without exceeding their capacity limits. The IDM concept leverages a new TFMS capability called the Collaborative Trajectory Options Program (CTOP) to strategically pre-condition traffic demand flowing into a TBFM-managed arrival environment, where TBFM is responsible for managing traffic tactically by generating precise arrival schedules. Unlike other TFM tools, CTOP gives flight operators the option of submitting a set of user-preferred alternative trajectories for each flight. CTOP can then use these trajectory option sets (or TOSs) to find user-preferred alternative routes to reduce demand on an overloaded resource. CTOP's effectiveness in redistributing demand is limited, however, by the availability of flights with alternative routes. The research presented in this paper focuses on evaluating the impact on TFM operations by varying the percentage of flights that submit a multiple-option TOS ('TOS participation levels'). Results show the impact on overall system performance and on the rerouted flights themselves. The simulation used a Newark (EWR) airport arrival scenario, with en route weather affecting traffic inbound from the west. Participants were asked to control each of the three arrival flows (north, west, and south) to meet their individual capacity constraints while simultaneously ensuring efficient utilization of the capacity at the destination airport. A large, permeable convective weather cell located southeast of Chicago severely reduced the capacity of the west flow. The study evaluated the impact of five different TOS participation levels on CTOP's ability to re-allocate traffic from the west and improve TFM performance in terms of delay assignment and traffic delivery rate to the airport. Overall, the results showed that increasing TOS submissions allowed the overall system delays to be reduced and fairly distributed among the three arrival flows, at the same time achieving the airport throughput rate. Moreover, it was found that aircraft who submitted a TOS saw a greater reduction in delay, even when they were assigned longer routes. This was particularly true when fewer aircraft submitted a TOS. The results confirm that the CTOP operations with higher TOS participation levels helped utilize the overall National Airspace System (NAS) resources as well as benefited the users who participated.

Yoo, Hyo-Sang↗