0. Spaceflight Management in the NAS
Integrating Space Operations Into The National Airspace System
IMPROVING SPACE OPERATIONS WORKSHOP
NOAA Satellite Operations Facility
Suitland, MD
Alan J. Hayes
FAA Spaceflight Management Program Manager
April 16, 2008
V. 4.1
Federal Aviation
Administration
As I hope you’ll see shortly, this effort finds its initial application in a response by the FAA to a particular event, but at the same time it addresses larger safety challenges for the National Airspace System with implications for the Next Generation Air Traffic System.

1. Overview Introduction to the FAA Background/Problem Statement
Current FAA Risk Mitigation Strategy
Space and Air Traffic Management System (SATMS) Concept
Space Shuttle Hazard Area to Aircraft Computation (SHAAC) Tool
SpaceTrax and the Spaceflight Integration Tool
Virtual Spaceflight Center KXAS
Current & Future Spaceflight Management Architectures
Conclusions
Questions
Over the course of the next few minutes:
I’m going to describe the hazards to aircraft from space flight operations and the concept of space and air traffic management
I’m going to identify the ways in which space and air traffic management is being performed today
I’m going to introduce you to concepts we are proposing for management of future space and air traffic operations and tools we are developing to support those operations

2. Introduction to the FAA
The FAA is responsible for the safety of civil aviation. The Federal Aviation Act of 1958 created the agency under the name Federal Aviation Agency. We adopted our present name in 1967 when we became a part of the Department of Transportation. Our major roles include:
Regulating civil aviation to promote safety
Encouraging and developing civil aeronautics, including new aviation technology
Developing and operating a system of air traffic control and navigation for both civil and military aircraft
Researching and developing the National Airspace System and civil aeronautics
Developing and carrying out programs to control aircraft noise and other environmental effects of civil aviation
Regulating U.S. commercial space transportation

4. The Office of Commercial Space Transportation (AST)
The Office of Commercial Space Transportation (AST) was established in 1984 as the Office of Commercial Space Transportation (OCST) in the Office of the Secretary of Transportation within the Department of Transportation. AST was transferred to the FAA in November The Office of Commercial Space Transportation:
Regulates the commercial space transportation industry, to ensure compliance with international obligations of the United States and to protect the public health and safety, safety of property, and national security and foreign policy interests of the United States;
Encourages, facilitates, and promotes commercial space launches and reentries by the private sector;
Recommends appropriate changes in Federal statutes, treaties, regulations, policies, plans, and procedures; and
Facilitates the strengthening and expansion of the United States space transportation infrastructure.
AST issues FAA licenses for commercial launches of orbital rockets and suborbital rockets.

5. Air Traffic Organization (ATO) System Operations Services
The primary service of the Air Traffic Organization is to move air traffic safely and efficiently. Air Traffic Organization (ATO) System Operations Service Unit provides overall national guidance for air traffic procedures and airspace issues, traffic flow management for the National Airspace System (NAS), requirements for weather observation and reporting standards, and the focal point for interface with Department of Defense (DoD) and Department of Homeland Security (DHS) regarding air transportation security issues.
Offices with Spaceflight responsibilities include:
Air Traffic Control System Command Center (ATCSCC)
Airspace & Aeronautical Information Management (AAIM)
Spaceflight Management Program
Safety
Security

6. Background
The FAA expects unprecedented demands on the National Airspace System and the nation’s Air Traffic Control system over the next 10 years:
Doubling of air traffic operations
Increase in space operations
R & D: Blue Origin, Armadillo Aerospace
Space Tourism: Virgin Galactic, Rocketplane, etc.
Prizes: X Prize Cup, America’s Space Prize, NASA Centennial Challenges
NASA: Space Shuttle, Orion
NASA Commercial Orbital Transportation Services: SpaceX
As we all know, the NAS is getting more crowded and we expect that trend to increase at a significant rate into the foreseeable future.
The NAS is a shared resource and spacecraft are NAS users too.
We are expecting sharp increases in commercial space flight operations as research and development efforts open the doors to space tourism and commercial re-supply of the International Space Station.
These spacecraft will have to transition through the NAS on their way to and from space, creating a potential hazard for air traffic

7. Background The NAS was not designed to handle high-speed spacecraft.
(continued)
The NAS was not designed to handle high-speed spacecraft.
Different tools, processes, and procedures will be necessary to minimize the impact of space operations in the NAS.
FL4000
Class E Airspace
FL600
Spaceflight Operations are handled manually, as an exception to normal Air Traffic Operations (ATO). The NAS was not designed to handle high-speed space vehicles. As the number of spaceflight operations continued to increase, the existing processes and procedures will be unable to accommodate it. Different tools, processes, and procedures will be necessary to minimize the impact of space operations in the NAS. 7

8. Background – The Columbia Accident
Prior to the Columbia accident, FAA Air Traffic procedures for supporting Space Shuttle operations did not take into account the potential debris hazard to aircraft during a Shuttle reentry
Debris Footprint
DFW N
After the Shuttle Columbia accident in February of 2003, the subsequent investigation cast a spotlight on a number of safety issues with regard to space flight, very little attention seemed to be given to the risk that this accident presented to the aircraft operating in the area.
What you see here in this figure is a top-down view of the Shuttle debris field on ground with the flight paths of several aircraft in the area superimposed on top of it. These aircraft didn’t just fly over the debris - they flew through it. 8

9. Problem Statement
The FAA needs to safely accommodate spacecraft transitioning to and from space through the National Airspace System (NAS).
To accomplish this, space and air traffic operations will need to be seamlessly integrated under the current and future FAA Air Traffic infrastructure.

10. Current FAA Risk Mitigation Strategy
Notices to Airmen (NOTAMs)
Temporary Flight Restrictions (TFRs)
Special Use Airspace (SUA)
Restricted Areas
Warning Areas
Central Altitude Reservation Function (CARF)
Altitude Reservation (ALTRV)
Command Center Advisories (CCA)
Traffic Situation Display
Manual Entry of Lat/Long prior to and during Shuttle Landing to create Flow Evaluation Areas (FEAs)
So, how are space and air traffic operations currently handled? Up to this point, the FAA has relied on Notices to Airmen and Special Use Airspace.
NOTAMs are issued in conjunction with all space flight operations taking place in the NAS.
14 CFR Part 91 describes the current regulations in place to accommodate space operations
All Manual Processes

11. Current FAA Risk Mitigation Strategy
(continued)
Impacts
Existing Special Use Airspace (SUA) is sized for the largest vehicles that may use them, with fixed boundaries
Typically activated for extended periods of time
Spaceflight Operations are handled as an exception to normal NAS operations (i.e. no Flight Plans, ATO flight tracking is handled manually, etc.)
Require extensive advanced coordination with various Air Traffic entities
Can be difficult to accommodate launch/landing delays and scrubs
Goals
Reduce the amount of airspace that is restricted for each launch/landing and the amount of time that the restriction needs to be in effect
Schedule the restriction so as to accommodate conventional air traffic while still achieving the safety and space mission objectives
Accommodate launch/landing delays, scrubs, and incidents
So why not continue along this route?
Space operations shouldn’t impact any more airspace than necessary. What airspace they do have to impact should not be impacted for any longer than necessary.
Space operations are often unpredictable. Weather delays, equipment availability, and mission objectives make them quite difficult to schedule. They are also usually big, complex operations involving a number of entities and facilities.
Make a distinction between what the FAA/ATO is doing with regard to flight tracking today and what other entities are doing. For instance, for launches from Federal ranges, flight tracking is very much automated, using multiple radars and telemetry streams.

12. The SATMS Concept & Toolkit
The FAA has developed a Concept of Operations (CONOPS) for a future Space and Air Traffic Management System (SATMS). This concept:
Represents a framework for seamlessly integrating space vehicles on their way to and from space with more traditional air traffic operations
Calls for assured separation between space and air traffic
Will require new space and air traffic management tools and enhanced communications, navigation, and surveillance services
The SATMS Toolkit is currently under development by the FAA. It consists of:
The legacy Space Shuttle Hazard Area to Aircraft Computation (SHAAC)
The SpaceTrax trajectory tool, and
The Spaceflight-wide Interactive Flight Tool (SWIFT)
Seamless integration maximizes safety and efficiency while it minimizes potential hazards and operational impacts
Assured separation will probably take on different meanings as space traffic increases and space vehicles demonstrate higher levels of reliability and more tools become available with which to more accurately model their potential hazards.
The SATMS Toolkit, which includes the legacy Space Shuttle Hazard Area to Aircraft Computation (SHAAC), the PC-based SpaceTrax trajectory tool, and the Server-based Spaceflight-wide Interactive Flight Tool (SWIFT), are being developed to meet this need. The development of this toolset is being managed by the Spaceflight Management Program (SMP) Office in ATO-R (System Operations), in cooperation with the ATCSCC and the Office of Commercial Space Transportation (AST), for implementation and operation in the NAS beginning in FY08. 12

13. Space Shuttle Hazard Area to Aircraft Computation (SHAAC) Tool
The Space Shuttle Hazard Area to Aircraft Computation (SHAAC) tool was developed by AST to identify hazard areas of potential debris produced by the Space Shuttle should a breakup occur during re-entry. Designed to reduce FAA dependence on NASA and increase FAA capabilities by replicating functionality of the existing NASA tool.
SHAAC Capabilities
Utilizing complex algorithms and modeling techniques, SHAAC:
Utilizing trajectory data from NASA, to identify potentially affected airspace in advance of a Shuttle reentry to increase air traffic control situational awareness
In the event of an accident, determines the extent of the effected airspace
Serves as a Proof-of-Concept for SpaceTrax and the Spaceflight-wide Interactive Flight Tool (SWIFT)
The SHAAC tool was first used at the Air Traffic Control System Command Center (ATCSCC) in FY08 to support Shuttle Flight STS-120.
Shuttle-only tool 13

14. Space Shuttle Hazard Area to Aircraft Computation (SHAAC) Tool
(continued)
Output & Display Features
Generates file of latitude/longitude coordinates of hazard area corners in same format as data previously provided by NASA.
Graphical depictions of hazard areas plotted on maps with political and airspace boundaries
Latitude/longitude coordinates of hazard areas manually entered into the Traffic Situational Display
PC-based (Thick Client) application

15. SpaceTrax and SWIFT Tools
SpaceTrax and SWIFT are being developed by the FAA (ATO-R) to assist air traffic controllers in managing airspace and the risk to aircraft from space operations, by providing improved situational awareness.
Capabilities of Both Tools:
Track spacecraft movement within the NAS
Create and file ICAO Flight Plans for spaceflight operations
Should an incident occur:
Identifies potentially affected airspace
Identifies affected airways, sectors, and airports.
Generate NOTAMs and Command Center Advisories
These tools will 15

16. SpaceTrax
Utilizes Trajectory Files from NASA and Output Files from SHAAC/Others, SpaceTrax will:
Display the planned trajectory (Launch/Landing) as received from NASA
Identify Entry Points (Time, Altitude, and Velocity) into Controlled Airspace, ARTCC, and Political Boundaries for plan and actual data
Display graphical depictions and reports of hazard areas plotted on maps with political and airspace boundaries
Provide a 2D and 3D display capability
Generate Latitude/Longitude, Altitude, and Speed data for entry into an ICAO Flight Plan
Automatically Generate Reports currently being prepared manually
Process real-time data and provides Latitude/Longitude information every 30 seconds (adjustable) for manual entry into the TSD
PC-based (Thick Client) Application

17. SpaceTrax Prototype

18. SWIFT
Planning Mode
Identify the airspace restriction requirements, potential impacts to other NAS users, and options to mitigate those impacts
Allow decision makers to make informed risk reduction decisions
Graphical depictions of hazard areas plotted on maps with political and airspace boundaries.
Generate Reports
Web-Based (Thin Client) Application
The SATMS tool would operate in two modes: a planning mode and a real-time mode.
An initial set of requirements for a Space and Air Traffic Management Decision Support Tool have been developed that would consolidate and automate these procedures
Automation and consolidation will significantly reduce the resource impact of each mission, while at the same time expediting the process and eliminating the potential for errors from the large number of repetitive, manual operations currently required to take the raw data and get it to the controller’s display
In addition it will provide increased insight into the hazards, more flexibility in planning and operations support, and most importantly, increased response time in the event of an accident

19. SWIFT
(continued)
Real-time Mode
Display the space vehicle’s trajectory and estimates of the potentially hazardous airspace against current air traffic data
In the event of an accident, provide information to Air Traffic Controllers identifying potential hazardous airspace due to falling debris
Input Real-Time Data from space carrier conducting spaceflight operations following an FAA-defined Interface Requirements Document (IRD)
Compute rectangular hazard areas that bound the locations of potential debris and outputs their latitude/longitude coordinates and space vehicle real-time location directly to TFM-M for display on the Traffic Situational Display (TSD)
File ICAO Flight Plans with HCS/ERAM/ETMS
Generates TFR NOTAMs and Command Center Advisories
Utilizes Web Services for Data Transfer
SWIM and NextGen Compliant

20. { { SATMS Toolkit Implementation O&M O&M* Phase 1 Phase 2
End of Shuttle Program
Initial Operating Capability (IOC) FY2008
Space Shuttle Hazard Area
to Aircraft Computation
(SHAAC) Tool {
Phase 1
(PC-based)
Decommissioned FY2012
SpaceTrax Tool
Versions 1.x – 2.x
O&M
IOC FY2008 {
Spaceflight-wide Interactive
Flight Tool (SWIFT) Versions 1.x – 4.x
O&M*
Phase 2
(Server-based)
IOC FY2009
FY2008 FY2009 FY2010 FY2011 FY2012 FY2013 FY2014 FY2015+
* Period TBD

21. Virtual Spaceflight “Center” - KXAS
To support SpaceTrax and the Spaceflight-wide Interactive Flight Tool (SWIFT), a virtual Spaceflight Center is being created that will:
Issue all Spaceflight-related Flight Plans. All Spaceflight Operations will have a flight plan automatically created for them
Issue Modifications to existing Spaceflight-related Flight Plans
Send Position Reports to ETMS/TFM-M
Issue Spaceflight-related NOTAM messages
Issue Command Center Advisories
Send and Receive Service B Messages
Provide Spaceflight-related information to FAA and Commercial Users.
Link all spaceflight - related activities together under KXAS

22. Current Spaceflight Management Architecture
DSR
NASA
Real-Time
Trajectory
Data
Key:
Manual
Automatic
NASA
Web Site
ATCSCC
NASA
Planned
Trajectory
Files
Draft
NOTAM
Messages
ARTCCs
Latitude, Longitude, Altitude, & Speed
SHAAC
(Debris Field
Reports & Files)
For TSD Adaptations
Altitude
Requests
Data for Draft
NOTAM
Messages
Draft
NOTAM
Messages
NOTAM
Entry (NES)
CARF
Advisories
AISR
TSD / WSD
Display
Flight
Plans
NASA
Planned
Trajectory
Files
ATCSCC
Advisory
Flight Plans &
Aircraft Position
Reports
NOTAMs
FNS
Published
NOTAM
Messages
HCS/
ERAM
ETMS
TFM-M

23. SATMS Phase 1 Architecture
DSR
NASA
Real-Time
Trajectory
Data
SpaceTrax
(at ATCSCC)
Virtual “Spaceflight” Center KXAS
NOTAM
Report
(SpaceTrax)
ATCSCC
NASA
Planned
Trajectory
Files
Draft
NOTAM
Messages
ARTCCs
Debris
Fields
Plan & Actual
Flight Display
(SpaceTrax)
SHAAC
(Debris Field
Reports & Files)
Flight Plan
Report
(SpaceTrax)
Spacecraft
Location Report
(SpaceTrax)
Data for Draft
NOTAM
Messages
Altitude
Requests
Altitude
Requests
Flight Plan
Messages
For TSD Adaptations
Draft
NOTAM
Messages
NOTAM
Entry (NES)
CARF
Advisories
AISR
TSD / WSD
Display
Flight
Plans
NASA
Planned
Trajectory
Files
ATCSCC
Advisory
Flight Plans &
Aircraft Position
Reports
NOTAMs
FNS
Published
NOTAM
Messages
HCS/
ERAM
ETMS
TFM-M

24. SATMS Phase 2/3 Architecture
DSR
Real-Time
Trajectory
Data
SpaceTrax
& SWIFT
(at ATCSCC)
Virtual “Spaceflight” Center KXAS
Plan & Actual
Flight Display
(SpaceTrax)
ATCSCC
Planned
Trajectory
Files
Draft
NOTAM
Messages
ARTCCs
Command Center Advisories (CCA), Flight Movement Messages, and TSD Adaptations
(Phase 3)
Altitude
Requests
(Phase 3)
Flight Plan
Messages
(Phase 3)
Draft
NOTAM
Messages
NOTAM
Entry (NES)
CARF
AISR
TSD / WSD
Display
Flight
Plans
ATCSCC
Advisory
Flight Plans &
Aircraft Position
Reports
NOTAMs
FNS
Published
NOTAM
Messages
HCS/
ERAM
ETMS
TFM-M

25. FY08 – FY12 Implementation
SATMS Toolkit will be implemented over the next 3-5 years:
Year 1 (FY2008)
SpaceTrax 1.0
SWIFT Proof-of-Concept
Year 2 (FY2009)
SWIFT 1.0
SpaceTrax 2.0
Real-Time Data Interface 1.0
TFM-M Interface Prototype
Year 3 (FY2010)
SWIFT 2.0
SpaceTrax 3.0
Real-Time Data Interface 2.0
TFM-M Interface 1.0
Year 4+ (FY2011 and later)
Satellite Orbit/Re-entry Tracking
Continuing updates to the Toolkit

26. Conclusions
Space operations will continue to increase, as will the challenges of accommodating operations safely in the NAS.
Experience gained in support of Shuttle reentries has helped to identify and refine SpaceTrax and SWIFT requirements and implementation strategies.
The toolset and associated Air Traffic procedures will enhance situational awareness for Controllers and help them identify airspace restrictions, while providing mitigation options for potential impacts.
The Shuttle is going to continue to fly above and through the NAS, and it will soon be joined by other commercial space vehicles.
Although many of the concepts that underlie the procedures I’ve described have been proposed and talked about in the past, the Shuttle reentries represent the first time that the majority of them have been applied in this manner operationally. The experience we gain puts us in a better position with each mission we support. At the same time, it presents a clearer picture of a broader space and air traffic management system, capable of addressing the hazards to aircraft from a wide variety of space vehicle operations
In that regard, this effort presents a unique opportunity for FAA to build on a considerable amount of momentum and better prepare for the new challenges that commercial space flight present.
The SATMS tool has been identified as a means for the FAA to position itself for success in this new era of routine space transportation, providing the means by which we can continue to maintain the levels of safety and efficiency that the air traveling public has come to expect from us.

27. For More Information Please Contact:
Alan Hayes, FAA Program Manager
Telephone: (202)
Thank You!