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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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NASA NTRS2006

State Analysis Database Tool

The State Analysis Database Tool software establishes a productive environment for collaboration among software and system engineers engaged in the development of complex interacting systems. The tool embodies State Analysis, a model-based system engineering methodology founded on a state-based control architecture (see figure). A state represents a momentary condition of an evolving system, and a model may describe how a state evolves and is affected by other states. The State Analysis methodology is a process for capturing system and software requirements in the form of explicit models and states, and defining goal-based operational plans consistent with the models. Requirements, models, and operational concerns have traditionally been documented in a variety of system engineering artifacts that address different aspects of a mission s lifecycle. In State Analysis, requirements, models, and operations information are State Analysis artifacts that are consistent and stored in a State Analysis Database. The tool includes a back-end database, a multi-platform front-end client, and Web-based administrative functions. The tool is structured to prompt an engineer to follow the State Analysis methodology, to encourage state discovery and model description, and to make software requirements and operations plans consistent with model descriptions.

Rasmussen, Robert↗
NASA NTRS2016

Exploratory Analysis of Carbon Dioxide Levels and Ultrasound Measures of the Eye During ISS Missions

Carbon dioxide (CO2) levels on ISS have typically averaged 2.3 to 5.3mm Hg, with large fluctuations occurring over periods of hours and days. CO2 has effects on cerebral vascular tone, resulting in vasodilation and alteration of cerebral blood flow(CBF). Increased CBF leads to elevated intracranial pressure(ICP), which is a factor leading to visual disturbance, headaches, and other central nervous system symptoms. Ultrasound of the optic nerve provides a surrogate measurement of ICP. Inflight ultrasounds were implemented as an enhanced screening tool for the Visual Impairment/Intracranial Pressure (VIIP) Syndrome. This analysis examines the relationships between ambient CO2 levels on ISS and ultrasound measures of the eye in an effort to understand how CO2 may be associated with VIIP and to inform future analysis of inflight VIIP data. Results as shown in Figure2, there was a large timeframe where CO2 readings were removed due to sensor fault errors(see Limitations), from June 2011 to January 2012. After extensive cleaning of the CO2 data, metrics for all of the data were calculated (Table2). Preliminary analyses showed possible associations between variability measures of CO2 and AP diameter (Figure3),and average CO2 exposure and ONSD(Figure4). Adjustments for multiple comparisons were not made due to the exploratory nature of the analysis.

Schaefer, C.↗
NASA NTRS2017

Exploratory Analysis of Carbon Dioxide Levels, Ultrasound and Optical Coherence Tomography Measures of the Eye During ISS Missions

Carbon dioxide (CO2) levels on board the International Space Station (ISS) have typically averaged 2.3 to 5.3 mmHg, with large fluctuations occurring over periods of hours and days. CO2 has effects on cerebral vascular tone, resulting in vasodilation and alteration of cerebral blood flow (CBF). Increased CBF leads to elevated intracranial pressure (ICP), a factor leading to visual disturbances, headaches, and other central nervous system symptoms. Ultrasound of the optic nerve and optical coherence tomography (OCT) provide surrogate measurements of ICP; in-flight measurements of both were implemented as enhanced screening tools for the Visual Impairment/Intracranial Pressure (VIIP) syndrome. This analysis examines the relationships between ambient CO2 levels on ISS, ultrasound and OCT measures of the eye in an effort to understand how CO2 may possibly be associated with VIIP and to inform future analysis of in-flight VIIP data.

Schaefer, C.↗
NASA NTRSDate not supplied

Spaceflight Over the Last Ten Years: Failures and Fix-ups 2013 - 2022 RAMS XV Conference

This project is an overview and analysis of the past ten years (2013 – present) in global spaceflight, highlighting the orbital launches of countries, particularly the failures that occurred, the reasons they occurred, and a breakdown of the related statistics and background information. The analysis is conducted from a perspective of reliability and maintainability engineering and Probabilistic Risk Assessment (PRA) to formulate a quantifiable understanding of the data and how it is pertinent to Safety and Mission Assurance (SMA) in spaceflight. There is a breakdown by country or group, timelines, and number of launches. The failures over the years are categorized, all given a broad analysis of subsystem failures and details of events. A few failures are given a more in-depth analysis of root causes and failure modes determined by their unique or common nature. The data is retrieved from online, publicly available sources.

Quinn Slaugenhoupt↗
NASA NTRSDate not supplied

A Concept of Operations (ConOps) of an In-time Aviation Safety Management System (IASMS) for Advanced Air Mobility (AAM)

The growth of new emerging operations involving Advanced Air Mobility (AAM) necessitates developing a perspective for an In-time Aviation Safety Management System (IASMS). This perspective advances from the National Academies report on IASMS and its recommendation for developing a Concept of Operations (ConOps) for IASMS. A ConOps has been developed for In-time System-Wide Safety Assurance (ISSA) from which the IASMS ConOps pivots to provide a robust scope commensurate with the broad vision defined by the National Academies. The IASMS ConOps focuses on emerging operations and spans innovations in Unmanned Aircraft System (UAS) and an increasingly complex ecosystem comprised of a widening mix of vehicles and technologies, Urban Air Mobility (UAM) with industry-federated services, traditional operations, as well as new supersonic aircraft and space launch systems.The challenge for the IASMS ConOps is to be broad to encompass innovations in the coming years and decades while agile to ensure levels of safety compatible with operational and certification requirements of the National Airspace System (NAS). The IASMS ConOps interweaves increasing complexity of operational safety capabilities and unlocking UAS Maturity Levels (UMLs). The relationships between increased complexity of automation and automated systems, fewer operators who are not as traditionally higher skilled, more complex operational environments, and aviation operations management with mixed aircraft and equipage pose a multi-dimensional space for IASMS capabilities essential for safety assurance and risk management. Instantiating IASMS capabilities and how they would be integral to AAM operations and increasing maturity of UAM could be accomplished through a series of Safety Demonstrators. These Safety Demonstrators could provide increased understanding and insight into use of controls for risk mitigation, means of compliance for certification, and operational experience with safety services such as in relation to contingency management. The IASMS capabilities can be viewed as initially residing with the vehicle, airspace, and Supplemental Data Service Provider (SDSP). For example, vehicle capabilities include communications including the command and control link, Remote Identification (ID), conflict advisory/alerting, and UAS system monitoring. These capabilities monitor and assess data such as battery health, aircraft state, and human performance. Complexity of ISAMS capabilities depends on a number of factors. These factors are intendedonly as a notional categorization with the purpose being to reflect the complexity of the AAM ecosystem that would drive up the complexity of ISSA capabilities including systems, sensors, models, standards, and controls. Factors could include the Vehicle Flight Management, Environment, Airspace, and Contingency Management. Each of these factors can be comprised of multiple sub-factors that contribute to increasing complexity. For example, Airspace at a lower level of complexity could be dedicated to UTM operations that are unmonitored, and at a higher level of complexity could involve mixed UTM and ATM operations. The IASMS concept includes safety services that provide data and information to different participants in AAM. The roles and responsibilities of participants can be defined using the Responsible-Accountable-Consulted-Informed (RACI) analysis. For example, for the safety service involving the Remote ID, the Operator would be accountable for providing the data, the Vehicle would be responsible for transmitting it, and the USS, SDSP, Vertiports, FIMS (FAA), and Public Entities such as safety services would be informed by receiving the data. The IASMS ConOps identifies the capabilities needed for risk mitigation and safety assurance in the increasingly complex national airspace. The ConOps serves as a pathway for engaging with industry to gain operational experience including through the Safety Demonstrator series, the RACI analysis, and operational complexity factors. The ConOps serves to integrate these different perspectives to build a cohesive and cogent approach to an AAM safety management system.

In-Time Aviation Safety Management System↗
NASA NTRS1974

The potential for congressional use of emergent telecommunications: An exploratory assessment

A study of the use of newly emerging communications technology for improving the understanding between members of Congress and their constituents was conducted. The study employed a number of specific methodologies such as interdisciplinary systems model building, technology analysis, a sample survey, and semi-structured interviews using sketches of the emergent channels. The following configurations were identified as representative of emergent channel characteristics: (1) the teleconference, (2) the videoconference, (3) the videophone, (4) cable television, (5) cable television polling, and (6) information retrieval. Analysis of the interview data resulted in an overview of the current congressional-constituent communication system and an assessment of the potential for emergent telecommunications, as perceived by congressmen and senior staff from 40 offices in the stratified judgement sample.

Wood, F. B.↗
NASA NTRS2018

Operational Impact of the Baseline Integrated Arrival, Departure and Surface System Field Demonstration

To address the Integrated Arrival, Departure, and Surface (IADS) challenge, NASA is developing and demonstrating trajectory-based departure automation under a collaborative effort with the FAA (Federal Aviation Administration) and industry known Airspace Technology Demonstration 2 (ATD-2). ATD-2 builds upon and integrates previous NASA research capabilities that include the Spot and Runway Departure Advisor (SARDA), the Precision Departure Release Capability (PDRC), and the Terminal Sequencing and Spacing (TSAS) capability. As trajectory-based departure scheduling and collaborative decision making tools are introduced in order to reduce delays and uncertainties in taxi and climb operations across the National Airspace System, users of the tools across a number of roles benefit from a real time system that enables common situational awareness. A real time dashboard was developed to inform and present users notifications and integrated information regarding airport surface operations. The dashboard is a supplement to capabilities and tools that incorporate arrival, departure, and surface air-traffic operations concepts in a NextGen environment. In addition to shared situational awareness, the dashboard offers the ability to compute real time metrics and analysis to inform users about capacity, predictability, and efficiency of the system as a whole. This paper describes the architecture of the real time dashboard as well as an initial proposed set of metrics. The potential impact of the real time dashboard is studied at the site identified for initial deployment and demonstration in 2017: Charlotte-Douglas International Airport (CLT). The architecture of implementing such a tool as well as potential uses are presented for operations at CLT. Metrics computed in real time illustrate the opportunity to provide common situational awareness and inform users of system delay, throughput, taxi time, and airport capacity. In addition, common awareness of delays and the impact of takeoff and departure restrictions stemming from traffic flow management initiatives are explored. The potential of the real time tool to inform users of the predictability and efficiency of using a trajectory-based departure scheduling system is also discussed.

air traffic optimization↗
NASA NTRS1990

Proceedings of the LDEF Materials Data Analysis Workshop

The 5-year, 10-month flight of the Long Duration Exposure Facility (LDEF) greatly enhanced the potential value of most LDEF materials, compared to the original 1-year flight plan. NASA recognized this potential by forming the LDEF Space Environmental Effects on Materials Special Investigation Group in early 1989 to address the expanded opportunities available in the LDEF structure and on experimental trays, so that the value of all LDEF materials to current and future space missions would be assessed and documented. The LDEF Materials Data Analysis Workshop served as one step toward the realization of that responsibility and ran concurrently with activities surrounding the successful return of the spacecraft to the NASA Kennedy Space Center. A compilation of visual aids utilized by speakers at the workshop is presented. Session 1 summarized current information on analysis responsibilities and plans and was aimed at updating the workshop attendees: the LDEF Advisory Committee, Principle Investigators, Special Investigation Group Members, and others involved in LDEF analyses or management. Sessions 2 and 3 addressed materials data analysis methodology, specimen preparation, shipment and archival, and initial plans for the LDEF Materials Data Base. A complementary objective of the workshop was to stimulate interest and awareness of opportunities to vastly expand the overall data base by considering the entire spacecraft as a materials experiment.

Stein, Bland A.↗
NASA NTRS2002

Validation of MODIS Dust Aerosol Retrieval and Development Ambient Dust Phase Function using PRIDE Data

The PRIDE data set of MODIS aerosol retrievals co-located with sunphotometer measurements provides the basis of MODIS validation in a dust environment. The sunphotometer measurements include AERONET automatic instruments, land-based Microtops instruments, ship-board Microtops instruments and the AATS-6 aboard the Navajo aircraft. Analysis of these data indicate that the MODIS retrieval is within pre-launch estimates of uncertainty within the spectral range of 600-900 nm. However, the MODIS algorithm consistently retrieves smaller particles than reality thus leading to incorrect spectral response outside of the 600-900 nm range and improper size information. Further analysis of MODIS retrievals in other dust environments shows the inconsistencies are due to nonspherical effects in the phase function. These data are used to develop an ambient phase function for dust aerosol to be used for remote sensing purposes.

Remer, Lorraine A.↗
NASA NTRSDate not supplied

Identifying Information Needs and Tools to Support Interactions between Upper Class E Traffic Management (ETM) Operations and the Air Traffic System (ATS)

With the introduction of high-altitude long endurance (HALE) vehicles and balloons designed to operate above 60,000 feet, the frequency and duration of operations in Upper Class E airspace are expected to increase. In response to the need for scalable traffic management for these diverse operations at higher altitudes, the FAA introduced the Upper Class E Traffic Management (ETM) concept. Like the successful demonstration of Uncrewed Aircraft System (UAS) Traffic Management (UTM), the ETM concept is also designed as a community-based, industry-driven cooperative approach to traffic management. As these vehicles and balloons ascend to/descend from ETM Cooperative Areas in Upper Class E, they will transit through Class A controlled airspace where they will interact with various entities of the conventional Air Traffic System (ATS) (e.g., Air Traffic Control (ATC)). This work explores tools that will help support ETM-ATS interactions for users throughout the ATS, as well as ETM Operators. An information needs analysis using ETM-ATS interaction use cases, revealed that the needed functionalities generally grouped themselves into two main themes, the visualization of flights and airspace designations, and digital communication capabilities across various human users. In this paper, we describe two envisioned tools, 1) an Integrated Visualization Tool to display flight information and airspace designations, and 2) an Integrated Digital Communication Tool to facilitate two-way information exchange between users about vehicle position information, the coordination of airspace approvals, and notifications. The tools we describe create an integrated visual representation of vehicles and airspace designations with a set of communication capabilities to consolidate information into a single display interface. These tools may be used to guide the development of prototype tools for demonstrations at the National Aeronautics and Space Administration (NASA) Ames Research Center to further explore ETM-ATS interactions within the ETM concept.

Upper Class E Traffic Management (ETM)↗
NASA NTRSDate not supplied

Identifying Information Needs and Tools to Support Interactions between Upper Class E Traffic Management (ETM) Operations and the Air Traffic System (ATS)

With the introduction of high-altitude long endurance (HALE) vehicles and balloons designed to operate above 60,000 feet, the frequency and duration of operations in Upper Class E airspace are expected to increase. In response to the need for scalable traffic management for these diverse operations at higher altitudes, the FAA introduced the Upper Class E Traffic Management (ETM) concept. Like the successful demonstration of Uncrewed Aircraft System (UAS) Traffic Management (UTM), the ETM concept is also designed as a community-based, industry-driven cooperative approach to traffic management. As these vehicles and balloons ascend to/descend from ETM Cooperative Areas in Upper Class E, they will transit through Class A controlled airspace where they will interact with various entities of the conventional Air Traffic System (ATS) (e.g., Air Traffic Control (ATC)). This work explores tools that will help support ETM-ATS interactions for users throughout the ATS, as well as ETM Operators. An information needs analysis using ETM-ATS interaction use cases, revealed that the needed functionalities generally grouped themselves into two main themes, the visualization of flights and airspace designations, and digital communication capabilities across various human users. In this paper, we describe two envisioned tools, 1) an Integrated Visualization Tool to display flight information and airspace designations, and 2) an Integrated Digital Communication Tool to facilitate two-way information exchange between users about vehicle position information, the coordination of airspace approvals, and notifications. The tools we describe create an integrated visual representation of vehicles and airspace designations with a set of communication capabilities to consolidate information into a single display interface. These tools may be used to guide the development of prototype tools for demonstrations at the National Aeronautics and Space Administration (NASA) Ames Research Center to further explore ETM-ATS interactions within the ETM concept.

Upper Class E Traffic Management (ETM)↗
NASA NTRS1985

Interactive information processing for NASA's mesoscale analysis and space sensor program

The Atmospheric Sciences Division (ASD) of the Systems Dynamics Laboratory at NASA's Marshall Space Flight Center (MSFC) is currently involved in interactive information processing for the Mesoscale Analysis and Space Sensor (MASS) program. Specifically, the ASD is engaged in the development and implementation of new space-borne remote sensing technology to observe and measure mesoscale atmospheric processes. These space measurements and conventional observational data are being processed together to gain an improved understanding of the mesoscale structure and the dynamical evolution of the atmosphere relative to cloud development and precipitation processes. To satisfy its vast data processing requirements, the ASD has developed a Researcher Computer System consiting of three primary computer systems which provides over 20 scientists with a wide range of capabilities for processing and displaying a large volumes of remote sensing data. Each of the computers performs a specific function according to its unique capabilities.

Parker, K. G.↗
NASA NTRS1995

Global precipitation estimates based on a technique for combining satellite-based estimates, rain gauge analysis, and NWP model precipitation information

The 'satellite-gauge model' (SGM) technique is described for combining precipitation estimates from microwave satellite data, infrared satellite data, rain gauge analyses, and numerical weather prediction models into improved estimates of global precipitation. Throughout, monthly estimates on a 2.5 degrees x 2.5 degrees lat-long grid are employed. First, a multisatellite product is developed using a combination of low-orbit microwave and geosynchronous-orbit infrared data in the latitude range 40 degrees N - 40 degrees S (the adjusted geosynchronous precipitation index) and low-orbit microwave data alone at higher latitudes. Then the rain gauge analysis is brougth in, weighting each field by its inverse relative error variance to produce a nearly global, observationally based precipitation estimate. To produce a complete global estimate, the numerical model results are used to fill data voids in the combined satellite-gauge estimate. Our sequential approach to combining estimates allows a user to select the multisatellite estimate, the satellite-gauge estimate, or the full SGM estimate (observationally based estimates plus the model information). The primary limitation in the method is imperfections in the estimation of relative error for the individual fields. The SGM results for one year of data (July 1987 to June 1988) show important differences from the individual estimates, including model estimates as well as climatological estimates. In general, the SGM results are drier in the subtropics than the model and climatological results, reflecting the relatively dry microwave estimates that dominate the SGM in oceanic regions.

Huffman, George J.↗
NASA NTRS1975

Land use classification for hydrologic models using interactive machine classification of LANDSAT data

Models designed to simulate the hydrology of urban areas require input parameters describing the land use and degree of imperviousness of the watershed. Unfortunately, the magnitude and spatial distribution of these parameters are rather difficult to estimate when a large watershed is involved. Trade-offs between accuracy of the model parameters and the time or money available for their determination must be made. Because of the necessity of such trade-offs, a study was developed to investigate the use of computer aided analysis of LANDSAT multispectral data in estimating percent of imperviousness and associated land uses needed in urban hydrologic modeling. An interactive computer was used to delineate seven land use classifications in the 342 sq. km. Maryland portion of the Anacostia River Basin from LANDSAT data. These results compared favorably with those of an earlier study which obtained the same information through analysis of aerial photographs having a scale of 1:4800. Approximately 94 man days were required to complete the land use analysis using the aerial photographs while less than three man days were required to accomplish similar tasks using the LANDSAT data.

Thomas J. Jackson↗
NASA NTRS1978

Atmospheric analysis modeling in support of Seasat

Atmospheric objective analysis models were developed and tested in preparation for assessing the utility of Seasat data. Of the several discretionary procedures in such computer programs, the effects of three were examined and documented: (1) the effect of varying the weights in the pattern conserving techniques; (2) the effect of varying the data influence region; (3) the effect of including wind information in analysis of mass-structure variables. The problem of inserting bogus reports is also examined.

Langland, R. A.↗
NASA NTRS1983

Quantification of crew workload imposed by communications-related tasks in commercial transport aircraft

Information theoretic analysis and subjective paired-comparison and task ranking techniques were employed in order to scale the workload of 20 communications-related tasks frequently performed by the captain and first officer of transport category aircraft. Tasks were drawn from taped conversations between aircraft and air traffic controllers (ATC). Twenty crewmembers performed subjective message comparisons and task rankings on the basis of workload. Information theoretic results indicated a broad range of task difficulty levels, and substantial differences between captain and first officer workload levels. Preliminary subjective data tended to corroborate these results. A hybrid scale reflecting the results of both the analytical and the subjective techniques is currently being developed. The findings will be used to select representative sets of communications for use in high fidelity simulation.

Acton, W. H.↗
NASA NTRS2005

Geographic Information Systems and Martian Data: Compatibility and Analysis

Planning future landed Mars missions depends on accurate, informed data. This research has created and used spatially referenced instrument data from NASA missions such as the Thermal Emission Imaging System (THEMIS) on the Mars Odyssey Orbiter and the Mars Orbital Camera (MOC) on the Mars Global Surveyor (MGS) Orbiter. Creating spatially referenced data enables its use in Geographic Information Systems (GIS) such as ArcGIS. It has then been possible to integrate this spatially referenced data with global base maps and build and populate location based databases that are easy to access.

Jones, Jennifer L.↗