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NASA NTRS2025

Provider of Services for Urban Air Mobility (PSU) Prototype Simulation (X5) Final Report

Urban Air Mobility (UAM) is a new air transportation service concept to carry passengers or cargo in metropolitan areas, leveraged by innovative aircraft and air traffic automation technologies. NASA has conducted a series of simulations, called the X-series simulation, to evaluate the UAM concept of operations and support the development of airspace procedures and services for UAM operations. The simulation called “X5” was conducted in 2023 to test a Provider of Services for UAM (PSU) prototype developed by NASA for UAM flight planning, strategic conflict management support, and data exchange between UAM operators. In this simulation, two strategic conflict management capabilities, Demand-Capacity Balancing and Sequencing and Scheduling, were further investigated. This document describes the UAM system architecture modeled, the X5 simulation environment to be executed (e.g., traffic scenario and UAM airspace construct), and the strategic conflict management processes developed and evaluated in this study. Then, the simulation results are provided using several system performance metrics, such as the number of operations planned and activated, demand-capacity imbalances detected and resolved, and pre-departure delays. Based on these metrics, the test findings and lessons learned from this simulation are discussed. NASA developed a PSU prototype as part of a reference implementation of UAM system architecture and evolved strategic conflict management capabilities for UAM operations from the previous collaborative simulations with industry partners. Below is the summary of the achievements: - Aligned NASA’s UAM reference architecture with the FAA’s UAM ConOps notional architecture - Extended UAM airspace management capabilities to include 1) Demand-Capacity Balancing (DCB) to ensure operators coordinate planned usage of shared vertiports, and 2) Sequencing and Scheduling (S&S) at UAM corridor entry and exit points to help facilitate an orderly flow of traffic - Defined the PSU information exchange APIs and requirements towards informing industry standards - Developed and tested a NASA PSU prototype as reference implementation to validate the requirements and APIs - Developed a prototype service connecting NASA’s PSU and the FAA system for testing future PSU-ATM interface requirements - Tested NASA-developed assumptions for UAM operations such as airspace design, procedures, vehicle performance, and strategic conflict management methods to inform future Cooperative Operating Practices (COPs) development with industry - Evaluated system performance metrics such as number of simultaneous operations and ground delays that can help define system-level requirements. The simulation results showed that the UAM traffic demand could be managed to minimize the needs of tactical separation provision with ground delays assigned by DCB and S&S. These accomplishments and the lessons learned from the PSU Prototype X5 simulation activities will be valuable inputs for the Air Mobility Pathfinders (AMP) project, which is NASA’s new project to create and evaluate a reference architecture for safe, secure, and scalable UAM operations.

Simulation↗

NASA NTRS2016

Overview of the SMAP Applications and the SMAP Early Adopters Program - NASA's First Mission-Directed Outreach Effort

Satellite data provide global observations of many of the earths system processes and features. These data are valuable for developing scientific products that increase our understanding of how the earths systems are integrated. The water, energy and carbon cycle exchanges between the land and atmosphere are linked by soil moisture. NASAs Soil Moisture Active Passive (SMAP) mission provides soil moisture and freeze thaw measurements from space and allows scientists to link the water energy and carbon cycles. In order for SMAP data to be best integrated into decision support systems, the mission has engaged with the stakeholder community since 2009 and has attempted to scale the utility of the data to the thematic societal impacts of the satellite product applications. The SMAP Mission, which launched on January 31, 2015, has actively grown an Early Adopter (EA) community as part of its applications effort and worked with these EAs to demonstrate a scaled thematic impact of SMAP data product in societally relevant decision support applications. The SMAP mission provides global observations of the Earths surface soil moisture, providing high accuracy, resolution and continuous global coverage. Through the Early Adopters Program, the SMAP Applications Team will spend the next 2 years after launch documenting and evaluating the use of SMAP science products in applications related to weather forecasting, drought, agriculture productivity, floods, human health and national security.

SMAP↗

NASA NTRS2010

Heavy-Lift for a New Paradigm in Space Operations

NASA is developing an unprecedented heavy-lift capability to enable human exploration beyond low Earth orbit (LEO). This capability could also significantly enhance numerous other missions of scientific, national security, and commercial importance. That capability is currently configured as the Ares V cargo launch vehicle. This capability will eclipse the capability the United States lost with the retirement of the Saturn V. It is capable of launching roughly 53 percent more payload mass to trans lunar injection (TLI) and 30 percent more payload mass to LEO than its Apollo Program predecessor. Ares V is a major element of NASA's Constellation Program, which also includes the Ares I crew launch vehicle (CLV), Orion crew exploration vehicle (CEV), and a lunar lander for crew and cargo. As currently configured, Ares V will be capable of launching 413,800 pounds (187.7 mT) to LEO, 138,500 pounds (63 mT) direct to the Moon or 156,700 pounds (71.1 mT) in its dual-launch architecture role with Ares I. Its 33-foot (10 m) shroud provides unprecedented payload volume. Assessment of astronomy and planetary science payload requirements since spring 2008 has indicated that a Saturn V-class heavy-lift vehicle has the potential to support a range of payloads and missions. This vehicle configuration enables some missions previously considered difficult or impossible and enhances many others. Collaborative design/architecture inputs, exchanges, and analyses have already begun between scientists and payload developers. This early dialogue between NASA engineers and payload designers allows both communities to shape their designs and operational concepts to be mutually supportive to the extent possible with the least financial impact. This paper provides an overview of the capabilities of a heavy-lift vehicle to launch payloads with increased mass and/or volume and reduce technical and cost risk in both design and operations.

Morris, Bruce↗

NASA NTRS2013

Project Profile: Hydrogen Fuel Cell Mobile Lighting Tower (HFCML)

NASA is committed to finding innovative solutions that improve the operational performance of ground support equipment while providing environment and cost benefits, as well. Through the Hydrogen Fuel Cell Mobile Lighting Tower (HFCML) project, NASA gained operational exposure to a novel application of high efficiency technologies. Traditionally, outdoor lighting and auxiliary power at security gates, launch viewing sites, fallback areas, outage support, and special events is provided by diesel generators with metal halide lights. Diesel generators inherently contribute to C02, NOx, particulate emissions, and are very noisy. In 2010, engineers from NASA's Technology Evaluation for Environmental Risk Mitigation Principal Center (TEERM) introduced KSC operations to a novel technology for outdoor lighting needs. Developed by a team led by Sandia National Laboratory (SNL), the technology pairs a 5kW hydrogen fuel cell with robust high efficiency plasma lights in a towable trailer. Increased efficiency, in both the fuel cell power source and lighting load, yields longer run times between fueling operations while providing greater auxiliary power. Because of the unit's quiet operation and no exhaust fumes, it is capable of being used indoors and in emergency situations, and meets the needs of all other operational roles for metal halide/diesel generators. The only discharge is some water and warm air. Environmental benefits include elimination of diesel particulate emissions and estimated 73% greenhouse gas emissions savings when the hydrogen source is natural gas (per GREET model). As the technology matures the costs could become competitive for the fuel cell units which are approximately 5 times diesel units. Initial operational . concerns included the hydrogen storage tanks and valves, lightning safety/grounding, and required operating and refueling procedures. TEERM facilitated technical information exchange (design drawings, technical standards, and operations manuals) necessary for KSC hydrogen system experts to approve use of the HFCML unit, including initiating the environmental checklist (i.e. exterior lighting waiver due to sea turtles), and development of operations and maintenance instructions. TEERM worked with SNL to establish a bailment agreement for KSC to utilize a Beta unit as part of normal Center Operations for a period of twelve months.

McLaughlin, Russell↗

NASA NTRS2010

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

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

Creech, Steve↗