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NASA NTRS2018

Marrying Social Media Approaches and Space Flight Control: Eight Years at SpaceOps

Three previous SpaceOps papers [1-3] - published in 2010, 2012 (honored by the Conference as a "Best Paper"), and 2014 - have discussed paths to using social media concepts and techniques to enhance space flight controller effectiveness by a) reducing clutter of nonverbal communications (e.g., visual flow with minimal headers and shared content instead of multiple copies), b) moving some voice communication to non-verbal transmission (virtually eliminating "say again" requests because non-verbal comm can be re-read), thus making remaining voice comm easier to focus on, and c) reducing short-term and long-term flight stress on flight control personnel. This paper shows how Marshall Space Flight Center's (MSFC) ISS Payload Operations Integration Center (POIC) is realizing the above goals via the Communications Dashboard (CommDash) software suite deployed in 2017 (including enhancements to the Console Log Tool (CoLT) discussed in earlier papers). Two larger-scope benefits spawned by CommDash evolution are also chronicled: a) emergence of an Agile Software Development (ASD) process adapted to the not-always-nimble environment of government projects, and b) the sprouting of a Human Factors Engineering (HF or HFE) community of practice within MSFC's Payload and Mission Operations Division (PMOD).

Scott, David W.↗
NASA NTRS1988

A simulator investigation of the use of digital data link for pilot/ATC communications in a single pilot operation

Studies have shown that radio communications between pilots and air traffic control contribute to high pilot workload and are subject to various errors. These errors result from congestion on the voice radio channel, and missed and misunderstood messages. The use of digital data link has been proposed as a means of reducing this workload and error rate. A critical factor, however, in determining the potential benefit of data link will be the interface between future data link systems and the operator of those systems, both in the air and on the ground. The purpose of this effort was to evaluate the pilot interface with various levels of data link capability, in simulated general aviation, single-pilot instrument flight rule operations. Results show that the data link reduced demands on pilots' short-term memory, reduced the number of communication transmissions, and permitted the pilots to more easily allocate time to critical cockpit tasks while receiving air traffic control messages. The pilots who participated unanimously indicated a preference for data link communications over voice-only communications. There were, however, situations in which the pilot preferred the use of voice communications, and the ability for pilots to delay processing the data link messages, during high workload events, caused delays in the acknowledgement of messages to air traffic control.

Hinton, David A.↗
NASA NTRS1982

Open Cherry Picker simulation results

The Open Cherry Picker (OCP) is a manned platform, mounted at the end of the Remote Manipulator System (RMS), which is used to enhance extravehicular activities. The objective of the simulation program described was to reduce the existing complexity of those OCP design features that are mandatory for initial Space Shuttle applications. The OCP development test article consists of a torque box, a rotating foot restraint, a rotating stanchion that houses handholds, and a tool storage section with an interface with payload modules. If the size or complexity of the payload increases, payload handling devices may be added at a later data. The simulations have shown that the crew can control the RMS from the Aft Flight Deck of the Shuttle, using voice commands from the EVA crewman. No need for a stabilizer was evident, and RMS dynamics due to crew-induced workloads were found to be minor.

Nathan, C. A.↗
NASA NTRS1989

Prototype secondary mirror assembly design for the space infrared telescope facility

The authors describe the design of a liquid helium temperature prototype secondary mirror assembly (PSMA) under developement for the NASA Space Infrared Telescope Facility (SIRTF) program. The SIRTF secondary mirror assembly must operate below 4 K and provide highly precise two-axis dynamic tilting (chopping) in addition to the conventional functions needed by the SIRTF observatory. The PSMA design uses a fused quartz mirror kinematically attached at its center to an aluminum cruciform. The mirror/cruciform assembly is driven in tilt about its combined center of mass using a unique flexure pivot and a four-actuator control system with feedback provided by pairs of differential position sensors. The voice coil actuators are mounted on a second flexture-pivoted mass, enhancing servo system stability and isolating the telescope from vibration-induced disturbances. The mirror/cruciform and the reaction mass are attached to opposite sides of an aluminum mounting plate whose dimensional characteristics are nominally identical to those of the aluminum flexure pivot material. The mounting plate is connected to the outer housing by a six-degree-of-freedom focus and centering mechanism using pivoted actuation levers driven by lead screw/harmonic drive/stepper motor assemblies.

Stier, M.↗
NASA NTRS1995

Process-Information Display Panel For Welder's Visor

Head-up display (HUD) unit mounted in welder's visor or helmet provides process information in real time. Display enables welder to gain greater awareness of effects of welding while controlling welding process in usual way(s) by use of foot pedal, voice command, and/or manipulation of welding torch. Possible to avoid need for every new welder on job to solve same problems solved by other welders. Graphical display presented to welder, adjacent to normal field of view through visor. Beneficial in supporting and enhancing continued practice of manual arc welding. Valuable in industries that invest millions of technician-hours each year in manual arc welding for variety of products.

Russell, Carolyn↗
NASA NTRS1998

Satellite-Terrestrial Network Interoperability

The developing national and global information infrastructures (NII/GII) are being built upon the asynchronous transfer mode (ATM) telecommunications protocol and associated protocol standards. These protocols are themselves under development through the telecommunications standards process defined by the International Telecommunications Union (ITU), which as a body is sanctioned by the United Nations. All telecommunications manufacturers use these standards to create products that can interoperate. The ITU has recognized the ATM Forum as the instrument for the development of ATM protocols. This forum is a consortium of industry, academia, and government entities formed to quickly develop standards for the ATM infrastructure. However, because the participants represent a predominately terrestrial network viewpoint, the use of satellites in the national and global information infrastructures could be severely compromised. Consequently, through an ongoing task order, the NASA Lewis Research Center asked Sterling Software, Inc., to communicate with the ATM Forum in support of the interoperability of satellite-terrestrial networks. This year, Dr. Raj Jain of the Ohio State University, under contract to Sterling, authored or coauthored 32 explanatory documents delivered to the ATM Forum in the areas of Guaranteed Frame Rate for Transmission Control Protocol/Internet Protocol (TCP/IP), Available Bit Rate, performance testing, Variable Bit Rate voice over ATM, TCP over Unspecified Bit Rate+, Virtual Source/Virtual Destination, and network management. These contributions have had a significant impact on the content of the standards that the ATM Forum is developing. Some of the more significant accomplishments have been: (1) The adoption by the ATM Forum of a new definition for Message-In, Message-Out latency; and (2) Improved text (clearer wording and newly defined terms) for measurement procedures, foreground and background traffic, and scalable configuration in the latency and throughput sections of the Performance Testing Baseline Text.

vonDeak, Thomas C.↗
NASA NTRS2004

Impact of Operating Context on the Use of Structure in Air Traffic Controller Cognitive Processes

This paper investigates the influence of structure on air traffic controllers cognitive processes in the TRACON, En Route, and Oceanic environments. Radar data and voice command analyses were conducted to support hypotheses generated through observations and interviews conducted at the various facilities. Three general types of structure-based abstractions (standard flows, groupings, and critical points) have been identified as being used in each context, though the details of their application varied in accordance with the constraints of the particular operational environment. Projection emerged as a key cognitive process aided by the structure-based abstractions, and there appears to be a significant difference between how time-based versus spatial-based projection is performed by controllers. It is recommended that consideration be given to the value provided by the structure-based abstractions to the controller as well as to maintain consistency between the type (time or spatial) of information support provided to the controller.

Davison, Hayley J.↗
NASA NTRS1988

A simulation study of data link message exchange - Flight deck perspective

Data link message exchange for Air Traffic Control (ATC) offers the potential of increasing flight safety and efficiency by reducing communication errors and enabling more information to be exchanged between aircraft and ground facilities. Digital communication also presents an opportunity to relieve the overloading of air traffic control radio frequencies, which hampers efficient message exchange during peak traffic periods in many busy terminal areas. A study has been completed at NASA Langley Research Center to compare the use of data link, for tactical ATC messages and ATIS reports, to conventional voice communication. The results indicate that flight crews prefer the data link message exchange for routine communication with air traffic control facilities. The data link communication process, however, entailed delays related to the physical characteristics of the link and the nature of the interface explored in this study. Consequently, the crews preferred voice radio when exchanging time critical messages.

Waller, Marvin C.↗
NASA NTRS1993

ACTS broadband aeronautical experiment

In the last decade, the demand for reliable data, voice, and video satellite communication links between aircraft and ground to improve air traffic control, airline management, and to meet the growing demand for passenger communications has increased significantly. It is expected that in the near future, the spectrum required for aeronautical communication services will grow significantly beyond that currently available at L-band. In anticipation of this, JPL is developing an experimental broadband aeronautical satellite communications system that will utilize NASA's Advanced Communications Technology Satellite (ACTS) as a satellite of opportunity and the technology developed under JPL's ACTS Mobile Terminal (AMT) Task to evaluate the feasibility of using K/Ka-band for these applications. The application of K/Ka-band for aeronautical satellite communications at cruise altitudes is particularly promising for several reasons: (1) the minimal amount of signal attenuation due to rain; (2) the reduced drag due to the smaller K/Ka-band antennas (as compared to the current L-band systems); and (3) the large amount of available bandwidth. The increased bandwidth available at these frequencies is expected to lead to significantly improved passenger communications - including full-duplex compressed video and multiple channel voice. A description of the proposed broadband experimental system will be presented including: (1) applications of K/Ka-band aeronautical satellite technology to U.S. industry; (2) the experiment objectives; (3) the experiment set-up; (4) experimental equipment description; and (5) industrial participation in the experiment and the benefits.

Abbe, Brian S.↗
NASA NTRS1976

A systematic approach to advanced cockpit warning systems for air transport operations: Line pilot preferences

Line pilots (fifty captains, first officers, and flight engineers) from 8 different airlines were administered a structured questionnaire relating to future warning system design and solutions to current warning system problems. This was followed by a semantic differential to obtain a factor analysis of 18 different cockpit warning signals on scales such as informative/distracting, annoying/soothing. Half the pilots received a demonstration of the experimental text and voice synthesizer warning systems before answering the questionnaire and the semantic differential. A control group answered the questionnaire and the semantic differential first, thus providing a check for the stability of pilot preferences with and without actual exposure to experimental systems. Generally, the preference data obtained revealed much consistency and strong agreement among line pilots concerning advance cockpit warning system design.

Williams, D. H.↗
NASA NTRS1983

Flight assessment of a data-link-based navigation-guidance concept

With the proposed introduction of a data-link provision into the Air-Traffic-control (ATC) system, the capability will exist to supplement the ground-air, voice (radio) link with digital, data-link information. Additionally, ATC computers could provide, via the data link guidance and navigation information to the pilot which could then be presented in much the same manner as conventional navigation information. The primary objective of this study was to assess the feasibility and acceptability of using 4-sec and 12-sec information updating to drive conventional cockpit-navigation-instrument formats for path-tracking guidance. A flight test, consisting of 19 tracking tasks, was conducted and, through the use of pilot questionnaires and performance data, the following results were obtained. From a performance standpoint, the 4-sec and 12-sec updating led to a slight degradation in path-tracking performance, relative to continuous updating. From the pilot's viewpoint, the 12-sec data interval was suitable for long path segments (greater than 2 min of flight time), but it was difficult to use on shorter segments because of higher work load and insufficient stabilization time. Overall, it was determined that the utilization of noncontinuous data for navigation was both feasible and acceptable for the prescribed task.

Abbott, T. S.↗
NASA NTRS1993

Integration of advanced teleoperation technologies for control of space robots

Teleoperated robots require one or more humans to control actuators, mechanisms, and other robot equipment given feedback from onboard sensors. To accomplish this task, the human or humans require some form of control station. Desirable features of such a control station include operation by a single human, comfort, and natural human interfaces (visual, audio, motion, tactile, etc.). These interfaces should work to maximize performance of the human/robot system by streamlining the link between human brain and robot equipment. This paper describes development of a control station testbed with the characteristics described above. Initially, this testbed will be used to control two teleoperated robots. Features of the robots include anthropomorphic mechanisms, slaving to the testbed, and delivery of sensory feedback to the testbed. The testbed will make use of technologies such as helmet mounted displays, voice recognition, and exoskeleton masters. It will allow tor integration and testing of emerging telepresence technologies along with techniques for coping with control link time delays. Systems developed from this testbed could be applied to ground control of space based robots. During man-tended operations, the Space Station Freedom may benefit from ground control of IVA or EVA robots with science or maintenance tasks. Planetary exploration may also find advanced teleoperation systems to be very useful.

Stagnaro, Michael J.↗
NASA NTRS2002

Speech motor control and acute mountain sickness

BACKGROUND: An objective method that accurately quantifies the severity of Acute Mountain Sickness (AMS) symptoms is needed to enable more reliable evaluation of altitude acclimatization and testing of potentially beneficial interventions. HYPOTHESIS: Changes in human articulation, as quantified by timed variations in acoustic waveforms of specific spoken words (voice onset time; VOT), are correlated with the severity of AMS. METHODS: Fifteen volunteers were exposed to a simulated altitude of 4300 m (446 mm Hg) in a hypobaric chamber for 48 h. Speech motor control was determined from digitally recorded and analyzed timing patterns of 30 different monosyllabic words characterized as voiced and unvoiced, and as labial, alveolar, or velar. The Environmental Symptoms Questionnaire (ESQ) was used to assess AMS. RESULTS: Significant AMS symptoms occurred after 4 h, peaked at 16 h, and returned toward baseline after 48 h. Labial VOTs were shorter after 4 and 39 h of exposure; velar VOTs were altered only after 4 h; and there were no changes in alveolar VOTs. The duration of vowel sounds was increased after 4 h of exposure and returned to normal thereafter. Only 1 of 15 subjects did not increase vowel time after 4 h of exposure. The 39-h labial (p = 0.009) and velar (p = 0.037) voiced-unvoiced timed separations consonants and the symptoms of AMS were significantly correlated. CONCLUSIONS: Two objective measures of speech production were affected by exposure to 4300 m altitude and correlated with AMS severity. Alterations in speech production may represent an objective measure of AMS and central vulnerability to hypoxia.

NASA Discipline Space Human Factors↗
NASA NTRS2015

Air Traffic Management Technology Demostration Phase 1 (ATD) Interval Management for Near-Term Operations Validation of Acceptability (IM-NOVA) Experiment

The Interval Management for Near-term Operations Validation of Acceptability (IM-NOVA) experiment was conducted at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) in support of the NASA Airspace Systems Program's Air Traffic Management Technology Demonstration-1 (ATD-1). ATD-1 is intended to showcase an integrated set of technologies that provide an efficient arrival solution for managing aircraft using Next Generation Air Transportation System (NextGen) surveillance, navigation, procedures, and automation for both airborne and ground-based systems. The goal of the IMNOVA experiment was to assess if procedures outlined by the ATD-1 Concept of Operations were acceptable to and feasible for use by flight crews in a voice communications environment when used with a minimum set of Flight Deck-based Interval Management (FIM) equipment and a prototype crew interface. To investigate an integrated arrival solution using ground-based air traffic control tools and aircraft Automatic Dependent Surveillance-Broadcast (ADS-B) tools, the LaRC FIM system and the Traffic Management Advisor with Terminal Metering and Controller Managed Spacing tools developed at the NASA Ames Research Center (ARC) were integrated into LaRC's Air Traffic Operations Laboratory (ATOL). Data were collected from 10 crews of current 757/767 pilots asked to fly a high-fidelity, fixed-based simulator during scenarios conducted within an airspace environment modeled on the Dallas-Fort Worth (DFW) Terminal Radar Approach Control area. The aircraft simulator was equipped with the Airborne Spacing for Terminal Area Routes (ASTAR) algorithm and a FIM crew interface consisting of electronic flight bags and ADS-B guidance displays. Researchers used "pseudo-pilot" stations to control 24 simulated aircraft that provided multiple air traffic flows into the DFW International Airport, and recently retired DFW air traffic controllers served as confederate Center, Feeder, Final, and Tower controllers. Analyses of qualitative data revealed that the procedures used by flight crews to receive and execute interval management (IM) clearances in a voice communications environment were logical, easy to follow, did not contain any missing or extraneous steps, and required the use of an acceptable workload level. The majority of the pilot participants found the IM concept, in addition to the proposed FIM crew procedures, to be acceptable and indicated that the ATD-1 procedures could be successfully executed in a nearterm NextGen environment. Analyses of quantitative data revealed that the proposed procedures were feasible for use by flight crews in a voice communications environment. The delivery accuracy at the achieve-by point was within +/-5 sec, and the delivery precision was less than 5 sec. Furthermore, FIM speed commands occurred at a rate of less than one per minute, and pilots found the frequency of the speed commands to be acceptable at all times throughout the experiment scenarios.

Kibler, Jennifer L.↗
NASA NTRS1975

A multichannel physiological data/voice telemetry system

A seven channel physiological telemetry system was designed, constructed, and tested for a space environment to transfer physiological and voice information to and from an astronaut. Three ECG leads were monitored simultaneously, and two-way voice communication was achieved. The portable unit operated properly under ground based station (GBS) control. The major design problem was associated with the constraints of a wide bandwidth FM transmitter with crystal control combined with the tri-state logic format used. However, by using an ''indirect FM'' scheme and incorporating additional waveshaping circuits at the GBS, proper operation of the system was obtained. In the present form, the telemetry system has capability for seven channels of low level (2.5 mv peak maximum) physiological signals with bandwidths between 0.03 Hz and 100 Hz. Additional signal conditioning and modification of the instrumentation amplifier gains are required for other signals.

Portnoy, W. M.↗
NASA NTRS1986

Pilot vehicle interface on the advanced fighter technology integration F-16

This paper focuses on the work load aspects of the pilot vehicle interface in regard to the new technologies tested during AMAS Phase II. Subjects discussed in this paper include: a wide field-of-view head-up display; automated maneuvering attack system/sensor tracker system; master modes that configure flight controls and mission avionics; a modified helmet mounted sight; improved multifunction display capability; a voice interactive command system; ride qualities during automated weapon delivery; a color moving map; an advanced digital map display; and a g-induced loss-of-consciousness and spatial disorientation autorecovery system.

Dana, W. H.↗