REG NASA-LLIS-1566--2005 Lessons Learned External Relations Customers and Technology Transfer.pdf

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1、Lessons Learned Entry: 1566Lesson Info:a71 Lesson Number: 1566a71 Lesson Date: 2005-06-07a71 Submitting Organization: ARCa71 Authored by: Ronald C. WinterlinSubject: External Relations, Customers, and Technology Transfer Abstract: Most all projects in todays environment invariably require the cooper

2、ation and support of multiple organizations both in development and acceptance of project deliverables (including multiple government agencies, the projects customers, educational institutions and potential industry stakeholders and users). With resources scarce at all levels and close oversight and

3、 scrutiny (both internally and externally), the importance of the inevitable matrix organizations established to carry out programs and projects from formulation through implementation cannot be overemphasized. The Advanced Air Transportation Technologies (AATT) Project made a significant effort in

4、communicating and developing agreements with key partners such as the FAA, as a primary receiver/user of the Projects products. A multitude of Memorandum of Understanding/Agreements, etc., were established and utilized during the life of this project. Clearly, the partnership with the FAA proved to

5、be the Projects greatest challenge. With continuous management and organizational changes at all levels, policy and procedure changes, etc., AATT experienced problems, as grouped and summarized below: A. Interacting with, and learning to work with an entirely different federal agency such as the FAA

6、: It took much time and resources to experience and understand key cultural and organizational differences involving everything from policy, procedures, politics, and communication processes in both technical and administrative/management domains. Comments at all levels across the AATT Project demon

7、strate that this was one of the most significant ongoing challenges. The FAA failed for a number of reasons to provide consistent single points of contact (POC) for any appreciable length of time. One manager reports that the average life of an FAA POC has been less than 2 years. Also, unexpected un

8、ion issues and concerns ensued with the National Air Traffic Controllers Association (NATCA) and the Professional Airways Systems Specialists (PASS), which were increased since AATT had a presence at more than one FAA facility. To further complicate things, continual shifts Provided by IHSNot for Re

9、saleNo reproduction or networking permitted without license from IHS-,-,-and/or reorganizations within the FAA resulted in AATT technology being moved from organization to organization constantly requiring NASA managers and researchers to educate and establish relationships with new FAA personnel. B

10、. Resource Support: As the AATT Project matured, FAA commitments to provide joint support funding, personnel and/or facilities declined for a number of reasons. AATT learned the high risk this really is from the start and how it can lead to de-scoping, schedule delays or tradeoffs not originally for

11、eseen. C. Technical Transfer of Project Products: AATT invested much time and energy in working with a number of FAA POCs at various levels to establish an agreed upon process and understanding of technologies to be passed on for further development and implementation into the National Airspace Syst

12、em (NAS). The FAA has stated that they are often unprepared for the research NASA develops that they are then expected to further develop and implement into the operational environment. The AATT tailored TRL (Technology Readiness Level) process has been used for these purposes. An ongoing problem AA

13、TT has experienced is the FAAs desire and need to know how a newly developed NASA technology being handed over, will fit into the evolving NAS. D. External Agreements and Management Support: As indicated above, the AATT Project was subjected to much instability and organizational dynamics in its rel

14、ationship to the FAA. Formal agreements that were made and in place between the FAA and the AATT Project regarding technologies to be prototyped, demonstrated, and transferred in support of stakeholder requirements were ignored. In light of this, it is crucial to gain long-term top-level management

15、support from any and all key participating organizations including necessary resource commitments. Description of Driving Event: N/ALesson(s) Learned: For all of the above listed examples, the importance of establishing strong up-front relationships and communications between all levels of managemen

16、t authority down to working collaborations cannot be overemphasized. This is especially important when two large federal agencies are involved that must work successfully together to research and develop complex technical concepts and tools that must be passed from one to the other for implementatio

17、n into the operational systems of the real world. Recommendation(s): A. A strong partnership with the FAA that includes the FAA Air Traffic organization buy-in and support is necessary for NASA to be successful in air traffic management research and technology demonstration. Access to FAA controller

18、s and facilities is a critical element and impacts resulting Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-from FAA Labor-Management problems/issues must be limited. It is important to continue whatever positive relationships and interactions are f

19、ormed with FAA personnel regardless of their direct connection to FAA/NASA formal organizational relationships. Some in AATT have suggested that an FAA champion be identified for technical advocacy of each tool or concept NASA is developing and planning to hand over and that specific funding to supp

20、ort this advocacy be set aside. This champion must know the technology and be highly supportive of its potential benefits. B. Future projects and programs should not make assumptions regarding resource commitments and ensure that the realistic possibility that these may not come through is included

21、in the projects risk management and mitigation plans. FAA personnel (both civil service and contractor) should work in NASA ATM Labs to ensure and facilitate the technical understanding and working relationships. Of course, withdrawal of resources and/or deliverables promised due to management/organ

22、izational priority or political changes should be held to a minimum. This includes not just finding, but also personnel, expertise, management, administrative support and facilities. NASA requires a consistent and stable relationship with key customer organizations like the FAA and this relationship

23、 should be reflected in top level policies, procedures and resultant agreements across all involved agencies. Related to the above, when project milestone success criteria have external dependencies, such as FAA resources and approval for controller evaluations, they are extremely vulnerable. NASA s

24、hould not establish program level milestone criteria that are dependent on FAA schedules. As an example, almost half of the AATT Project was completed before a process stabilized for requesting and obtaining controllers for tests and simulations or access to FAA facilities. To mitigate these situati

25、ons when they do occur, the AATT Project recommends setting milestone and success criteria such that should an external dependency fail to come through, the milestone can still be met with resources under the projects control. C. A clear understanding of the engineering rationale for design decision

26、s would make the FAA better equipped to plan the deployment process, evaluate deployment sites, establish guidelines for evaluation, manage controller expectations, and address new technical challenges. In turn, the FAA must clearly define the metrics by which a system will be evaluated and adhere t

27、o them as development progresses. The operational concept should be clearly communicated to all deployment sites so that they understand what kind of functionality was developed and for what reasons. In the future, NASA will have to become more involved in defining how to integrate our new system to

28、ols into the NAS and work more closely with FAA personnel to understand the NAS and plans for its evolution. We need to insist on being involved in understanding current FAA systems and development efforts in order to ensure that our products get fielded and used operationally. This will require tha

29、t all partners agree on which technology to develop and transfer and FAA acceptance should not be limited to controllers at just one site. Additionally, NASA needs to ensure it is delivering everything the FAA needs for their Joint Research Council (JRC), including documentation. D. Top-level manage

30、ment support and the resulting agreements must be documented and signed by Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-individuals with appropriate responsibility and authority to assure commitment and delivery by all parties throughout the life

31、of the project. A single executive POC within the FAA responsible for identifying and resolving any issues or problems with an appropriate time metric for resolution is desirable. AATT could also have benefited from more advocacy and support at the Program and NASA Headquarters levels especially in

32、coordinating and negotiating with the FAA. AATT found that the Interagency ATM Integrated Product Team (IAIPT) was not very effective in making or enforcing the critical connections, negotiations and agreements. Resultant joint agreements must be continuously communicated downward to all participant

33、s/contributors and honored for the life of the project. If NASA is to be successful in influencing the modernization and transformation of the NAS, a process for air traffic management research transfer must be developed and agreed to at the highest levels in NASA and the FAA and subsequently adhere

34、d to throughout the life of each program/project. Evidence of Recurrence Control Effectiveness: N/ADocuments Related to Lesson: NPG 7120.5Mission Directorate(s): a71 Exploration Systemsa71 Sciencea71 Aeronautics Researcha71 Space OperationsAdditional Key Phrase(s): a71 Air-Traffic Managementa71 Poli

35、cy & Planninga71 Program & Project Managementa71 Research & DevelopmentAdditional Info: Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Approval Info: a71 Approval Date: 2006-06-30a71 Approval Name: tmasona71 Approval Organization: HQProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-