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NASA NTRS1994

Experiment K-7-28: Lung Morphology Study

There are no previous studies investigating the effect of microgravity exposure during spaceflight on lung tissue. We examined the ultrastructure of the left lungs of 5 Czechoslovakian Wistar rats flown on the 13 day, 19+ hr. Cosmos 2044 mission, and compared them to 5 vivarium and 5 synchronous controls at 1-g conditions, and 5 rats exposed to 14 days of tail-suspension. Within 10 minutes of sacrifice by decapitation, the lungs were removed and immersed in 3% glutaraldehyde in 0.1M phosphate buffer (total osmolarity of the fixative: 560 mOsm; pH = 7.4). The tissue stored at 5 C was transported to our laboratory where it was processed for light and electron microscopy. No significant perivascular cuffing caused by interstitial edema was present in the tissue samples. Some of the flight, tail-suspended, and synchronous control rats showed alveolar edema, while vivarium controls did not. The pulmonary capillaries appeared to be more congested in the flight animals than in the other groups. This could be related to the increased hematocrit due to the microgravity exposure. In all 5 flight, 4 tail-suspended, and 3 synchronous rats, red blood cells (RBC) were present in the alveolar spaces. The RBC were either suspended free in the alveoli or observed lining the alveolar wall. The frequency of RBC lining the alveolar walls appeared greater in the dorsal (gravity non-dependent) than in ventral (gravity dependent) regions of the lung in these three animal groups. In 3 of the vivarium controls, a few RBC were found in the alveolar spaces. Intra-capillary fluid-filled vesicles were observed in the flight, tail-suspended and synchronous animals, but not in the vivarium controls. The formation of intra-capillary fluid-filled vesicles has been previously associated with pulmonary hypertension induced by high altitude exposure and mitral stenosis. In conclusion, pulmonary hemorrhage and alveolar edema of unknown origin occurred to a greater extent in the flight, tail-suspended, and synchronous control animals, and in the dorsal regions of the lung when compared to the vivarium controls. The etiology of these changes, which are possibly due to an increase in pulmonary vascular pressure, requires further investigation.

West, J. B.↗

NASA NTRS1999

Inflight Medical Events in the Shuttle Program

Since the first launch of the Space Shuttle in 1981, the astronauts and their flight surgeons have dealt with a variety of inflight medical issues. A review will be provided of these issues as well as medications used in the treatment of these medical problems. Detailed medical debriefs are conducted by the flight ,surgeon with the individual crewmembers three days after landing. These debriefs were review for Shuttle flights from 1988 through 1999 to determine the frequency of inflight medical events. Medical events were grouped by ICD category and the frequency of medical events within those categories were reviewed. The ICD category of Symptoms, Signs and Ill-defined Conditions had the most medical events. Facial fullness and headache were the most common complaints within this category. The ICD category of Respiratory System had the next most common medical events with sinus congestion being the most common complaint. This was followed by Digestive System complaints and Nervous System/Sense Organ complaints. A variety of inflight medical events have occurred throughout the Shuttle program. Fortunately, the majority of these problems have been minor and have been well within the capability of the medical equipment flown and the skills of the Crew Medical Officers. Medical ,problems/procedures that are routine on the ground often present unique problems in the space flight environment. It is important that the flight surgeon understand the common medical problems encountered.

Baisden, Denise L.↗

NASA NTRSDate not supplied

Urban Aerial Mobility Networks using Amphibious Vertical Takeoff and Landing Vehicles

This study considers novel urban aerial mobility (UAM) networks that address some of the key operator and community acceptance challenges inherent in proposed UAM operations. This paper seeks to examine three possible approaches to improve operator and community acceptance – specifically targeting cost, safety, and noise. First, the conceptual design space will be examined for VTOL amphibious vehicle technologies, including the implications of onwater versus in-flight time/speed. Second, the implications of minimizing community overflights by flying over-water will be examined. Third, the implications of the partial use of onwater, or near-shore/littoral, vertiports on UAM network performance will be examined. This study considers an alternate design trade space for urban aerial mobility systems. A large number of cities in the United States are located near or surround large bodies of water. Many of these same cities are considered to be candidates for metropolitan aerial transportation systems so as to moderate the impact of urban ground-transportation congestion. This paper will expand discussion and study of notional amphibious VTOL vehicles. There is nothing particularly new with regards to helicopters with amphibious takeoff and landing capability. For example, light rotorcraft have been outfitted with pontoons since the 1950s. Larger utility helicopters – used for carrying offshore oil-rig crew – have been designed, with varying degrees of success, to emergency land in rough waters in case of onboard mechanical system failures. The unique difference for the proposed amphibious UAM vehicles, as compared to these earlier amphibious rotorcraft, is that water operation is the norm rather than the exception and that, further, the water-born operation (and design) of such vehicles can be optimized to yield significant economic and operational benefits over solely UAM land-based stations and operations. Various different amphibious UAM networks will be discussed. A first-order set of analyses – employing novel mission metrics – is presented in this paper that will examine the operational performance of these amphibious networks. In particular, amphibious operations might address critical safety and community acceptance issues. An examination of the aerodynamic and hydrodynamic characteristics of amphibious VTOL UAM vehicles will be presented in this paper. One possible conceptual design for an amphibious UAM vehicle is a hybrid synchropter/hydroplane vehicle. As interest in urban aerial mobility grows, it is worthwhile to consider whether or not amphibious vertical takeoff and landing vehicles can play an important role in providing such mobility.

Urban Aerial Mobility↗

NASA NTRSDate not supplied

Weather Guidance for UAS Urban Medical Transport Missions

Unmanned aircraft will revolutionize healthcare services by providing efficient and expeditious delivery of life-saving transplant organs and supplies to hospitals in urban environments, where road traffic and congestion can slow delivery times and endanger lives. Bell has developed the Autonomous Pod Transport (APT) vehicle to serve this market, with entry into service in mid-2020s. Adverse weather conditions can introduce risks and inefficiencies in urban environments leading to flight delays and cancellations. In 2018, National Aeronautics and Space Administration (NASA) and Bell entered into a cooperative agreement, under the Systems Integration and Operationalization (SIO) program to tackle key challenges to enable future commercial unmanned aircraft operations. The Center for Collaborative Adaptive Sensing of the Atmosphere (CASA) at the University of Massachusetts, Amherst, joined this team to demonstrate weather avoidance technologies for remotely piloted and autonomous vehicles. CASA has developed the ‘City Warn’ hazard alerting platform to gather weather information from various weather sensors and models, and based on user (or mission) preferences for alerting and on user (or unmanned aircraft) locations, the platform shares timely weather intelligence with users and the systems used by them for remote operations. This presentation discusses the weather avoidance solution developed during this project, leading up to the demonstration of the end-to-end system in Fall 2020. The presentation will cover the following topics: 1) goals related to weather avoidance 2) the design requirements process, including the results of pilot interviews, 3) weather observation and avoidance needs 4) selection of regional and national weather data sets 5) design of the weather graphical interface and 6) considerations for real-time weather alerting. The end-to-end system that was developed will be discussed, along with the results from the demonstration flight. The presentation will conclude with insights from the project team on lessons learned and best practices on weather avoidance technologies for the industry going ahead.

weather avoidance↗

NASA NTRS2021

Weather Guidance for UAS Urban Medical Transport Missions

weather avoidance↗

NASA NTRS2010

60 Days of Head-down Bedrest Differentially Alters Venous Function in Lower and Upper Body Between Healthy Men and Women

The incidence of orthostatic intolerance after space flight is disproportionally higher in female compared to male crewmembers (83% vs. 20%). Experimental and human data suggest that the loss of orthostatic tolerance is due, at least in part, to microgravity-induced changes in venous compliance and that these changes are specific to the lower body. It is unknown however, whether the changes in venous compliance are different between males and females after space flight, and whether this is related to the disparity in orthostatic intolerance between the sexes. Using 6deg head-down bed rest (BR) as a model of space flight, we tested the following hypotheses; 1) females, compared to males, would experience a greater increase in venous compliance in dorsal foot veins as an effect of BR and 2) no differences in venous compliance would be found in dorsal hand veins between sexes and across BR days. Using 2-D ultrasound, dorsal hand (DHV) and foot vein (DFV) responses (diameter; expressed as sq mm) to 40 mmHg of congestion pressure (compliance) and to intravenous infusion of phenylephrine (PE; 3160ng/min) were determined in 10 females and 16 males before and after 60 days of BR. The relation between changes in vein diameter (in response to pressure and PE), sex, limb, and BR days were determined using a mixed-effect linear regression. It was found that after 60 days of BR, DFV dilator response to pressure was significantly greater in females and significantly less in males compared to pre-BR. As expected, there were no differences in DHV dilator response between sexes nor was there a significant difference between pre and post measures within groups. Notably, the venoconstrictor response to infusions of PE in the DHV and DFV where similar between sexes and across BR days. In conclusion, this study demonstrates that after 60 days of BR, dorsal foot veins are more compliant in women and less compliant in men. Moreover, the changes in lower body vein compliance in females do not appear to be due to changes in vasoconstrictor tone as their response to PE was preserved and similar to that in males. Taken together these data suggest that the higher incidence of orthostatic intolerance in females after space flight is due to increased venous compliance in the lower body which could translate to lower venous filling pressures and a reduced stroke volume.

Westby, Christian M.↗

NASA NTRS2000

NASA and Industry Benefits of ACTS High Speed Network Interoperability Experiments

This paper provides synopses of the design. implementation, and results of key high data rate communications experiments utilizing the technologies of NASA's Advanced Communications Technology Satellite (ACTS). Specifically, the network protocol and interoperability performance aspects will be highlighted. The objectives of these key experiments will be discussed in their relevant context to NASA missions, as well as, to the comprehensive communications industry. Discussion of the experiment implementation will highlight the technical aspects of hybrid network connectivity, a variety of high-speed interoperability architectures, a variety of network node platforms, protocol layers, internet-based applications, and new work focused on distinguishing between link errors and congestion. In addition, this paper describes the impact of leveraging government-industry partnerships to achieve technical progress and forge synergistic relationships. These relationships will be the key to success as NASA seeks to combine commercially available technology with its own internal technology developments to realize more robust and cost effective communications for space operations.

Zernic, M. J.↗

NASA NTRS1974

New design and operating techniques and requirements for improved aircraft terminal area operations

Current aircraft operating problems that must be alleviated for future high-density terminal areas are safety, dependence on weather, congestion, energy conservation, noise, and atmospheric pollution. The Microwave Landing System (MLS) under development by FAA provides increased capabilities over the current ILS. The development of the airborne system's capability to take maximum advantage of the MLS capabilities in order to solve terminal area problems are discussed. A major limiting factor in longitudinal spacing for capacity increase is the trailing vortex hazard. Promising methods for causing early dissipation of the vortices were explored. Flight procedures for avoiding the hazard were investigated. Terminal configured vehicles and their flight test development are discussed.

Reeder, J. P.↗

NASA NTRS2020

Use of Otoacousticemission Phase Change to Evaluate Countermeasures for Spaceflight-Associated Neuro-Ocular Syndrome

Spaceflight-associated neuro-ocular syndrome (SANS) is a human spaceflight risk recognized by NASA. Elevated intracranial pressure (ICP) has been implicated as a root cause of many SANS signs and symptoms, yet there is no reliable noninvasive means of monitoring ICP. We have developed a noninvasive method of monitoring ICP change that exploits ear canal acoustic and otoacoustic emission (OAE) measurements. Changed ICP alters pressure in the inner ear, leading to changes in the tension and position of middle ear (ME) components; tension of these components determines the phase of the stimulus in the ear canal and the OAE response sound transmission back through the ME. The OAE method has been validated in several studies, including our own experiments as part of the NASA Fluid Shifts study. Systematic OAE phase changes demonstrating increased ME tension (an ICP indicator) are observed as posture is changed from seated to supine to head-down tilt (HDT). This effect can be substantially mitigated by lower body negative pressure (LBNP). The OAE technique has also been used on International Space Station (ISS) crewmembers, providing evidence that ICP in microgravity is similar to that seen on the ground in the supine position. The OAE method is also a rapid and noninvasive means of assessing the effectiveness of SANS countermeasures. Here we report results from two studies which used OAEs. In the most recent study (Venous Congestion Countermeasures - VCCM), three promising countermeasures [LBNP, an impedance threshold device (ITD), and veno-occlusive thigh cuffs (VTC)] were applied individually and in combination. In our previous ITD-only study, ITD was investigated for its ability to reduce ICP and cephalic venous congestion in supine and various HDT postures. Internal jugular vein (IJV) ultrasound showed a clear decongestive effect at all postures, however OAE data showed that ITD only caused a phase decrease (tension decrease) in HDT postures. In supine, ITD appeared to INCREASE tension. This paradox leads us to hypothesize that the OAE method is not accurately representing ICP changes with countermeasures (CM), which can alter ME tension through other means, such as ME pressure (MEP) changes. More generally, the exact mechanism for observed OAE response and stimulus phase shifts are not clearly understood, specifically with regard to the effects of MEP. The VCCM study examined the effects of externally-applied MEP on OAE recordings to document the relationship between these parameters. Analysis of these data provide new insights to these OAE mechanisms, in addition to results on CM effectiveness.

Kemp, D.↗

DOE OSTI2020

A Convergence of Public-Private Benefits in Denver: Surveys and Analyses to Inform Urban Mobility-, Energy-, Infrastructure- and Behavior-Related Innovation: Preprint

Cities, public transit agencies, and new private ride hailing services seek to understand emerging traveler dynamics, the shifting demographics of urban travelers,and new energy-efficient mobility opportunities. This includes exploring how new infrastructure investments, public and private mobility services, and smart-phone mobility apps are reshaping behaviors, demands (e.g. mobility-on-demand services), travel experiences and energy-efficient urban travel preferences. Currently, cities and metropolitan regions are providing and experimenting with many new mobility options, technologies, and personalized information services at the intersection of urban mobility, energy, and infrastructure systems (e.g., new commuter rail). To date, technology alone has not been able to crack the nut of 'creating faster trip times, less congestion, safer streets, and cleaner air for its citizens through fewer cars on the road'. This paper focuses on this gap by offering new concepts and potential for integrated approaches. Accommodating more vehicles miles traveled in cities, without increases in person miles traveled (PMT), could be costly, generating: 1) tremendous demands for new infrastructure, land, road space, materials, and energy; 2) higher traffic fatality risks; and 3) worsening air quality. Therefore, this study focuses on reducing single occupancy vehicle use by enhancing integrated mobility, helping transit and ridehailing increase occupancy in ways that also reduce energy use, and improve quality of life for urban travelers and communities. This study focuses on a survey of urban travelers in Denver, as a representative case study for metropolitan regions experiencing rapid growth, ageing populations, increased urban sprawl, traffic-related delays, and inefficient energy use per PMT.

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2023

Curb Allocation and Pick-Up Drop-Off Aggregation for a Shared Autonomous Vehicle Fleet

Advances in information technologies and vehicle automation have birthed new transportation services, including shared autonomous vehicles (SAVs). Shared autonomous vehicles are on-demand self-driving taxis, with flexible routes and schedules, able to replace personal vehicles for many trips in the near future. The siting and density of pick-up and drop-off (PUDO) points for SAVs, much like bus stops, can be key in planning SAV fleet operations, since PUDOs impact SAV demand, route choices, passenger wait times, and network congestion. Unlike traditional human-driven taxis and ride-hailing vehicles like Lyft and Uber, SAVs are unlikely to engage in quasi-legal procedures, like double parking or fire hydrant pick-ups. In congested settings, like central business districts (CBD) or airport curbs, SAVs and others will not be allowed to pick up and drop off passengers wherever they like. This paper uses an agent-based simulation to model the impact of different PUDO locations and densities in the Austin, Texas CBD, where land values are highest and curb spaces are coveted. In this paper 18 scenarios were tested, varying PUDO density, fleet size and fare price. The results show that for a given fare price and fleet size, PUDO spacing (e.g., one block vs. three blocks) has significant impact on ridership, vehicle-miles travelled, vehicle occupancy, and revenue. A good fleet size to serve the region’s 80 core square miles is 4000 SAVs, charging a $1 fare per mile of travel distance, and with PUDOs spaced three blocks of distance apart from each other in the CBD.

Hunter, Christian B.↗

NASA NTRS1999

En route Spacing Tool: Efficient Conflict-free Spacing to Flow-Restricted Airspace

This paper describes the Air Traffic Management (ATM) problem within the U.S. of flow-restricted en route airspace, an assessment of its impact on airspace users, and a set of near-term tools and procedures to resolve the problem. The FAA is committed, over the next few years, to deploy the first generation of modem ATM decision support tool (DST) technology under the Free-Flight Phase-1 (FFp1) program. The associated en route tools include the User Request Evaluation Tool (URET) and the Traffic Management Advisor (TMA). URET is an initial conflict probe (ICP) capability that assists controllers with the detection and resolution of conflicts in en route airspace. TMA orchestrates arrivals transitioning into high-density terminal airspace by providing controllers with scheduled times of arrival (STA) and delay feedback advisories to assist with STA conformance. However, these FFPl capabilities do not mitigate the en route Miles-In-Trail (MIT) restrictions that are dynamically applied to mitigate airspace congestion. National statistics indicate that en route facilities (Centers) apply Miles-In-Trail (MIT) restrictions for approximately 5000 hours per month. Based on results from this study, an estimated 45,000 flights are impacted by these restrictions each month. Current-day practices for implementing these restrictions result in additional controller workload and an economic impact of which the fuel penalty alone may approach several hundred dollars per flight. To mitigate much of the impact of these restrictions on users and controller workload, a DST and procedures are presented. The DST is based on a simple derivative of FFP1 technology that is designed to introduce a set of simple tools for flow-rate (spacing) conformance and integrate them with conflict-probe capabilities. The tool and associated algorithms are described based on a concept prototype implemented within the CTAS baseline in 1995. A traffic scenario is used to illustrate the controller's use of the tool, and potential display options are presented for future controller evaluation.

Green, S.↗

DOE OSTI2024

Connected Traffic Signal Coordination Optimization Framework through Network-Wide Adaptive Linear Quadratic Regulator–Based Control Strategy

Traffic congestion in metropolitan areas causes several significant challenges, such as longer travel times, decreased productivity, increased fuel consumption and vehicle emissions, and even severe injuries during crashes. Traffic signal control is a management approach to reduce traffic congestion and allocate the appropriate right of way for safety and mobility efficiency, both in temporal and spatial domains. Here, this study proposes a network-wide adaptive signal control coordination optimization framework based on the linear quadratic regulator algorithm. The traffic flow conditions driven by signal control inputs are formulated based on their network-wide state-space representation. After modeling traffic control regulation constraints, an adaptive linear quadratic regulator algorithm is designed to maximize the network-wide total throughput under the current conditions. Optimal signal control split time durations for multiple intersections in the network are derived by solving the algebraic Riccati equation. Furthermore, the recursive least square parameter estimation method is employed to quantify dynamic traffic condition changes. To verify the effectiveness of this proposed signal control framework, both simulation and real-world experimental tests are conducted for multiple intersections in downtown Chattanooga, Tennessee, United States. In preparation for real-world experimental tests, pipelines for real-time data processing implementation and historical traffic flow data analysis are conducted. The test results demonstrate that the proposed control framework achieves a decrease in travel time by up to 19.4%, total time spent (TTS) by up to 11.9%, and relative queue balance (RQB) by up to 15.6%. The research findings indicate that the proposed signal control framework can be generalized to handle large scale signal control optimization network-wide.

97 MATHEMATICS AND COMPUTING↗

NASA NTRS1974

New design and operating techniques for improved terminal area compatibility

Current aircraft operating problems that must be alleviated for future high-density terminal areas are safety, dependence on weather, congestion, energy conservation, noise, and atmospheric pollution. The microwave landing system (MLS) under development by FAA provides increased capabilities over the current ILS. It is, however, necessary and urgent to develop the airborne system's capability to take maximum advantage of the MLS capabilities in order to solve the terminal area problems previously mentioned. A major limiting factor in longitudinal spacing for capacity increase is the trailing vortex hazard. Promising methods for causing early dissipation of the vortices are being explored. Also, flight procedures for avoiding the hazard will be explored.

Reeder, J. P.↗

NASA NTRS1981

Techniques for low sidelobe, high efficiency offset dual reflector antennas

Antennas with very low sidelobe levels and high aperture efficiencies are employed in satellite communications for both ground and satellite borne systems to reduce microwave interference due to traffic congestion to and from the geostationary satellite orbit. Multiple beam antennas with sidelobes 30 to 40 dB below main beam peaks are required with aperture efficiencies approaching 80%. In the present investigation techniques are presented which make it possible to obtain multibeam patterns with the required characteristics. The considered limited scanned antennas have applications to military and commercial radars as well as to space communications. It is pointed out that offset dual reflector antennas designed according to Japanese tilt criteria offer attractive solutions because optimum aperture distributions can be realized without aperture blocking. Attention is given to ideal aperture distributions, corrugated conical horn design, and subreflector design.

Sletten, C. J.↗

NASA NTRS2000

Lidar Remote Sensing for Industry and Environment Monitoring

Contents include the following: 1. Keynote paper: Overview of lidar technology for industrial and environmental monitoring in Japan. 2. lidar technology I: NASA's future active remote sensing mission for earth science. Geometrical detector consideration s in laser sensing application (invited paper). 3. Lidar technology II: High-power femtosecond light strings as novel atmospheric probes (invited paper). Design of a compact high-sensitivity aerosol profiling lidar. 4. Lasers for lidars: High-energy 2 microns laser for multiple lidar applications. New submount requirement of conductively cooled laser diodes for lidar applications. 5. Tropospheric aerosols and clouds I: Lidar monitoring of clouds and aerosols at the facility for atmospheric remote sensing (invited paper). Measurement of asian dust by using multiwavelength lidar. Global monitoring of clouds and aerosols using a network of micropulse lidar systems. 6. Troposphere aerosols and clouds II: Scanning lidar measurements of marine aerosol fields at a coastal site in Hawaii. 7. Tropospheric aerosols and clouds III: Formation of ice cloud from asian dust particles in the upper troposphere. Atmospheric boundary layer observation by ground-based lidar at KMITL, Thailand (13 deg N, 100 deg. E). 8. Boundary layer, urban pollution: Studies of the spatial correlation between urban aerosols and local traffic congestion using a slant angle scanning on the research vessel Mirai. 9. Middle atmosphere: Lidar-observed arctic PSC's over Svalbard (invited paper). Sodium temperature lidar measurements of the mesopause region over Syowa Station. 10. Differential absorption lidar (dIAL) and DOAS: Airborne UV DIAL measurements of ozone and aerosols (invited paper). Measurement of water vapor, surface ozone, and ethylene using differential absorption lidar. 12. Space lidar I: Lightweight lidar telescopes for space applications (invited paper). Coherent lidar development for Doppler wind measurement from the International Space Station. 13. Space lidar II: Using coherent Doppler lidar to estimate river discharge. 14. Poster session: Lidar technology, optics for lidar. Laser for lidar. Middle atmosphere observations. Tropospheric observations (aerosols, clouds). Boundary layer, urban pollution. Differential absorption lidar. Doppler lidar. and Space lidar.

Singh, Upendra N.↗

NASA NTRS2024

Deeper Dive into Interoperability and Its Implications for LunaNet Communications and Navigation Services

The Artemis program being developed by United States’ (US) National Aeronautics and Space Administration (NASA) is developing the capabilities to return humans to the Moon and establish an initial base camp and associated infrastructure with extensive contributions from international and commercial partners. In planning for cislunar exploration and science missions, space agencies are collaborating to enable communications, networking, and Positioning, Navigation, and Timing (PNT) systems—called LunaNet—to exchange information and provide services to cislunar spacecraft and space systems, thus helping each other to achieve their shared goals. To achieve commonality and lower cost for mutual benefit, the strategy of interoperability is being adopted to help fit all the pieces together and function smoothly. Facilitating interoperability should benefit lunar missions by providing the ability to operate in a collaborative environment similar to the terrestrial Internet. Interoperability allows them to share information, navigate safely despite increasing radio frequency congestion, and follow common processes and procedures for effective joint operations. Unlike prior government-dominated efforts, this ecosystem is expected to include and benefit for-profit (commercial) businesses, non-profit organizations, and academic institutions as active stakeholders. Ultimately, the goal is to enable a cislunar ecosystem of service providers and users to contribute to and/or utilize infrastructure and capabilities to achieve mission objectives that span the full range of human endeavors while supporting a variety of business models. This approach enables a Systems of Systems (SoS), such as a Network-of-Networks, to be sustainable in the context of the LunaNet ecosystem as systems evolve over time in technologies, standards, components, and user applications. This paper reports on the results of an effort to help frame the development of the international LunaNet architecture by providing a canonical definition of interoperability broad enough to meet these needs, examining architectural and operational implications of the definition, and exploring interoperability strategies and tactics to deploy and evolve the services proposed for cislunar exploration and science missions.

interoperability↗

NASA NTRSDate not supplied

A Deeper Dive Into the Meaning and Implications of Interoperability for LunaNet Communications and Navigation Services

As part of planning efforts for cislunar exploration and science missions, space agencies have been collaborating with each other to enable communications, networking, Position, Navigation, and Timing (PNT) systems to exchange information and provide services to spacecraft and space systems in transit, in orbit, and on the surface, thus helping each other to achieve their common goals. To achieve commonality and lower cost for mutual benefit, the strategy of interoperability is being adopted to help all the pieces fit together and function smoothly. Interoperability gives cislunar users the ability to operate in a collaborative environment similar to the terrestrial Internet, allowing them to share information, navigate safely despite increasing radio frequency congestion, and follow common processes and procedures for effective joint operations. Unlike prior government-dominated efforts, this ecosystem is expected to include commercial for-profit businesses, non-profit organizations, and academic institutions. Ultimately, the goal is to enable a cislunar ecosystem of service providers and users to contribute and/or utilize infrastructure and capabilities to accomplish mission objectives spanning the full range of human endeavours while supporting a variety of business models. This paper reports on the results of an effort to assist in efforts to frame the development of the international LunaNet architecture by providing a canonical definition of interoperability broad enough to meet these needs, examine architectural and operational implications of the definition, and explore interoperability strategies and tactics for deploying and evolving these services. It describes key systems-of-systems (SoS) (Network-of-Networks) interoperability concepts in the context of sustainment of the ecosystem over time as systems evolve in technologies, standards and Standards Development Organizations, component and subsystem upgrades, and user applications

LunaNet↗