Jim Schier, Chief ArchitectSpace Communications and Navigation (SCaN)16 February 2017

Integrating Nav Capabilities into Next Gen Architecture – Next Steps

Next Steps

• Autonomous Navigation for NASA Missions

– Next Generation Architecture

• Beyond NASA – The Broader Context

– Space Situational Awareness (SSA): Refers to the ability to view, understand and predict the physical location of natural and manmade objects in orbit with the objective of avoiding collisions – normally assumed to apply to orbits around the Earth

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– Space Traffic Management: “...the set of technical and regulatory provisions for promoting safe access into outer space, operations in outer space and return from outer space to Earth free from physical or radio-frequency interference.” (following the study by the International Academy of Astronautics, IAA Paris 2006, eds. Contant-Jorgenson/Lala/Schrogl)

Autonomy and Automation

• What is Autonomous Navigation? Neil: An on-board system capability employing integrated Sensors and Software to enhance mission PNT performance – Autonomy: freedom from external control or influence; independence

(Bing); the state of existing or acting separately from others (Merriam-Webster)

• Automation: technique, method, or system of operating or controlling a process by highly automatic means, as by electronic devices, reducing human intervention to a minimum (Dictionary.com)

• Autonav can employ both approaches– Autonomy where system can act without awareness of other systems– Automation where system must maintain awareness of its situation in

context of other systems or objects (cooperative or uncooperative)

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Next Gen Vision

• “Shrink” the solar system by connecting the principle investigator more closely to the instrument, the mission controller to the spacecraft, and the astronaut to the audience

• Improve the mission’s experience and reduce mission burden – the effort and cost required to design and operate spacecraft to receive services from the SCaN Network

• Reduce network burden – the effort and cost required to design, operate, and sustain the SCaN Network as it provides services to missions with the collateral benefit of increasing funding for C&N technology

• Leverage new and enhanced capabilities of commercial communications and navigation industry by adopting or adapting other organizations’ investments to the space environment;

• Promote growth of the domestic commercial space market to provide –and NASA to use – commercial services currently dominated by government capabilities;

• Promote international cooperation through interoperability of communications and navigation on human and robotic science and exploration of our solar system

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Challenges of Mars Campaign NavigationHigh Precision EDL

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Challenges of Mars Campaign Navigation

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Late 2016 Hybrid non-tangential bi-elliptic apotwistvisualization for descent to and ascent from 18.8

degrees North latitude, Jezero Crater, in 2043

Departure: ΔV5 = 27.7 m/s

ΔV6 = 70.0 m/s INCLDTO = 37.38°

Altclose_approach = 250 km ʋarr = 0.0°ΔV7 = 253.6 m/s

Hyperbolic Departure: Datedep = 29-Aug-2045 Vinf_dep = 1.431 km/s δinf_dep = 4.40°Ωinf_dep = 62.25°

Hyperbolic Arrival: Datearr = 02-Nov-2044 ʋinf_arr = 1.375 km/s δ inf_arr = -16.27°Ω inf_arr = 304.62°

Arrival: INCLATO = 48.82°Altclose_approach = 777 km ʋarr = 61.33°ΔV1 = 389.6 m/s

ΔV2 = 7.1 m/s INCLAPO = 52.75°

ΔV3 = 27.7 m/s

Apotwist: ttwist = 284.6 days ΔV4 = 108.4 m/s INCLDPO = 16.95°

Ascent: Type = Due-East INCLAsPO = 18.80°ΔVascent = 4,030.9 m/s ΔVtaxi = 1,352.5 m/s

“Optimizing Mars Sphere of Influence Maneuvers for NASA’s Evolvable Mars Campaign”, R.G. Merrill, D.R. Komar, P. Chai, M. Qu, AIAA Space 2016 Conference

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Mission and Network Relationship

• Nav functions & relationships between Mission & Network evolve as technologies mature. Autonav:

– Reduces mission burden by reducing need for tracking & manual control

– Reduces network burden by reducing demand for tracking

– Reduces mission burden by Infrastructure-provided nav aids

• Position & orbit determination

• Time & frequency

• Mission planning & definition tools

– Reduces Agency burden through overall savings by Infrastructure-provided nav aids to reduce duplication

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The Air Commerce Act of 1926The Beginning of Air Traffic Management

• Government took lead for fostering aviation commerce• Established federal regulations regarding: testing and licensing

pilots, issuing certificates to guarantee the airworthiness of aircraft, making and enforcing safety rules, certificating aircraft, establishing airways, operating and maintaining aids to air navigation, and investigating accidents and incidents in aviation

• Government supplied money for air navigation facilities so that the routes would become safer to fly

• Management of the route system moved to the new Aeronautics Branch of the Department of Commerce which established Civil Air Regulations (CARs), now known as FARs (Federal Aviation Regulations)– Improved aeronautical radio communications and introduced radio

beacons as an effective aid to air navigation

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3rd Annual Space Traffic Management Conference

“Emerging Dynamics”

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Space Traffic Management Concepts Leveraging Existing

Frameworks, Stephen Hunter, USAF

IC

Conclusion: Next Steps

• Next Gen Architecture incorporates nav capabilities including Autonav– Next steps are to plan & budget near-term development

• New opportunities are emerging for Autonav capabilities in support of Space Traffic Management – Encourage government-industry cooperation in:

• Defining STM processes & policies• Developing STM technologies using & enhancing Autonav &

Automation

– Commercialize NASA-developed STM-related technologies– Promote robust STM/navigation capabilities to encourage

commercial development of space markets by ensuring safe space transportation

• Update our roadmaps to reflect decisions made to support these opportunities

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Long-Term Vision

Transformation

Responsive Space, Commercial & Human Flight

Technology development

Space Tourism and Commercial Space Travel

Short-Notice Launch Operations

Significant Increase in Ability to Track Resident Space Objects (Space Fence)

Routine Affordable Commercial Space Travel.

Development of US Regulations and Norms of Behavior for Space

Phase 1

Increase in Small Satellites and Commercial Use of Space

Commercialization

Seamless Domains

Phase 2 Phase 3

Planned Flights to Orbit Mars (NSP)

Mass Public Space Transportation

o Routine Private Human Space Flight

o Development of commercial space ports

o De-aggregation of exquisite satellites

o Increased small-sat capability

o Operationally responsive space

development

o Development of Space Fence

o Civil / Military delineation of

responsibilities

Commercial Space Stations

Routine Suborbital Point to Point Flights

o Routine commercial sub-orbital point to

point flights

o Civil leveraging of commercial capabilities

for HSF

o Interdependent international commercial

capabilities

o Introduction of STM concept to

international audience

o Global Civil STM via ICAO-like

agreements

o Established international norms of

behavior

o Routine commercial space travel

o Merging of NAS regs and space

norms/laws

Normalized Operations

Space Traffic Management Concepts Leveraging

Existing Frameworks, Stephen Hunter, USAF