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NASA NTRS1992

STS-52 Post Launch Press Conference

Dick Young, NASA Public Affairs, introduces Brewster Shaw, Deputy Program Manager Space Shuttle, and Bob Sieck, Launch Director, Kennedy Space Center, who give brief statements about the countdown and launch of the STS-52 Columbia Orbiter. The problems encountered during countdown are discussed, including details on the hydrogen leak in the ground umbilical carrier tank, the 100% exceedance of load on the external tank, and the reasons why the flight rule for an upper limit of cross winds was waived. The men then answered questions from the press.

Source record↗

NASA NTRS2001

NASA/ARMY/BELL XV-15 Tiltrotor Low-Noise Terminal Area Operations Flight Research Program

To evaluate the noise reduction potential for tiltrotor aircraft, a series of three XV- 15 acoustic flight tests were conducted over a five-year period by a NASA/Army/Bell Helicopter team. Lower hemispherical noise characteristics for a wide range of steady-state terminal area type operating conditions were measured during the Phase I test and indicated that the takeoff and level flight conditions were not significant contributors to the total noise of tiltrotor operations. Phase I results were also used to design low-noise approach profiles that were tested later during the Phase 2 and Phase 3 tests. These latter phases used large area microphone arrays to directly measure ground noise footprints. Approach profiles emphasized noise reduction while maintaining handling qualities sufficient for tiltrotor commercial passenger ride comfort and flight safety under Instrument Flight Rules (IFR) conditions. This paper will discuss the weather, aircraft, tracking, guidance, and acoustic instrumentation systems, as well as the approach profile design philosophy, and the overall test program philosophy. Acoustic results are presented to document the variation in tiltrotor noise due to changes in operating condition, indicating the potential for significant noise reduction using the unique tiltrotor capability of nacelle tilt. Recommendations are made for a final XV-15 test to define the acoustic benefits of the automated approach capability which has recently been added to this testbed aircraft.

Edwards, Bryan D.↗

NASA NTRS2001

An Airborne Conflict Resolution Approach Using a Genetic Algorithm

An airborne conflict resolution approach is presented that is capable of providing flight plans forecast to be conflict-free with both area and traffic hazards. This approach is capable of meeting constraints on the flight plan such as required times of arrival (RTA) at a fix. The conflict resolution algorithm is based upon a genetic algorithm, and can thus seek conflict-free flight plans meeting broader flight planning objectives such as minimum time, fuel or total cost. The method has been applied to conflicts occurring 6 to 25 minutes in the future in climb, cruise and descent phases of flight. The conflict resolution approach separates the detection, trajectory generation and flight rules function from the resolution algorithm. The method is capable of supporting pilot-constructed resolutions, cooperative and non-cooperative maneuvers, and also providing conflict resolution on trajectories forecast by an onboard FMC.

Mondoloni, Stephane↗

NASA NTRS2001

Aircraft Wake Vortex Spacing System (AVOSS) Performance Update and Validation Study

An analysis has been performed on data generated from the two most recent field deployments of the Aircraft Wake VOrtex Spacing System (AVOSS). The AVOSS provides reduced aircraft spacing criteria for wake vortex avoidance as compared to the FAA spacing applied under Instrument Flight Rules (IFR). Several field deployments culminating in a system demonstration at Dallas Fort Worth (DFW) International Airport in the summer of 2000 were successful in showing a sound operational concept and the system's potential to provide a significant benefit to airport operations. For DFW, a predicted average throughput increase of 6% was observed. This increase implies 6 or 7 more aircraft on the ground in a one-hour period for DFW operations. Several studies of performance correlations to system configuration options, design options, and system inputs are also reported. The studies focus on the validation performance of the system.

Rutishauser, David K.↗

NASA NTRS1994

Pre-Departure Clearance (PDC): An Analysis of Aviation Safety Reporting System Reports Concerning PDC Related Errors

Airlines operating in the United States are required to operate under instrument flight rules (EFR). Typically, a clearance is issued via voice transmission from clearance delivery at the departing airport. In 1990, the Federal Aviation Administration (FAA) began deployment of the Pre-Departure Clearance (PDC) system at 30 U.S. airports. The PDC system utilizes aeronautical datalink and Aircraft Communication and Reporting System (ACARS) to transmit departure clearances directly to the pilot. An objective of the PDC system is to provide an immediate reduction in voice congestion over the clearance delivery frequency. Participating airports report that this objective has been met. However, preliminary analysis of 42 Aviation Safety Reporting System (ASRS) reports has revealed problems in PDC procedures and formatting which have caused errors in the proper execution of the clearance. It must be acknowledged that this technology, along with other advancements on the flightdeck, is adding more responsibility to the crew and increasing the opportunity for error. The present study uses these findings as a basis for further coding and analysis of an additional 82 reports obtained from an ASRS database search. These reports indicate that clearances are often amended or exceptions are added in order to accommodate local ATC facilities. However, the onboard ACARS is limited in its ability to emphasize or highlight these changes which has resulted in altitude and heading deviations along with increases in ATC workload. Furthermore, few participating airports require any type of PDC receipt confirmation. In fact, 35% of all ASRS reports dealing with PDC's include failure to acquire the PDC at all. Consequently, this study examines pilots' suggestions contained in ASRS reports in order to develop recommendations to airlines and ATC facilities to help reduce the amount of incidents that occur.

Montalyo, Michael L.↗

NASA NTRS2002

A Method of Separation Assurance for Instrument Flight Procedures at Non-Radar Airports

A method to provide automated air traffic separation assurance services during approach to or departure from a non-radar, non-towered airport environment is described. The method is constrained by provision of these services without radical changes or ambitious investments in current ground-based technologies. The proposed procedures are designed to grant access to a large number of airfields that currently have no or very limited access under Instrument Flight Rules (IFR), thus increasing mobility with minimal infrastructure investment. This paper primarily addresses a low-cost option for airport and instrument approach infrastructure, but is designed to be an architecture from which a more efficient, albeit more complex, system may be developed. A functional description of the capabilities in the current NAS infrastructure is provided. Automated terminal operations and procedures are introduced. Rules of engagement and the operations are defined. Results of preliminary simulation testing are presented. Finally, application of the method to more terminal-like operations, and major research areas, including necessary piloted studies, are discussed.

Conway, Sheila R.↗

NASA NTRS2004

The NASA Aircraft VOrtex Spacing System (AVOSS): Concept Demonstration Results and Future Direction

Since the late 1990s the national airspace system has been recognized as approaching a capacity crisis. In the light of this condition, industry, government, user organizations, and educational institutions have been working on procedural and technological solutions to the problem. One aspect of system operations that holds potential for improvement is the separation criteria applied to aircraft for wake vortex avoidance. These criteria, applied when operations are conducted under instrument flight rules (IFR), were designed to represent safe spacing under weather conditions conducive to the longest wake hazards. It is well understood that wake behavior is dependent on meteorological conditions as well as the physical parameters of the generating aircraft. Under many ambient conditions, such as moderate crosswinds or turbulence, wake hazard durations are substantially reduced. To realize this reduction NASA has developed a proof-of-concept Aircraft VOrtex Spacing System (AVOSS). Successfully demonstrated in a realtime field demonstration during July 2000 at the Dallas Ft. Worth International Airport (DFW), AVOSS is a novel integration of weather sensors, wake sensors, and analytical wake prediction algorithms. AVOSS provides dynamic wake separation criteria that are a function of the ambient weather conditions for a particular airport, and the predicted wake behavior under those conditions. Wake sensing subsystems provide safety checks and validation for the predictions. The AVOSS was demonstrated in shadow mode; no actual spacing changes were applied to aircraft. This paper briefly reviews the system architecture and operation, reports the latest performance results from the DFW deployment, and describes the future direction of the project.

Rutishauser, David K.↗

NASA NTRS2000

NASA/ARMY/BELL XV-15 Tiltrotor Low Noise Terminal Area Operations Flight Research Program

A series of three XV-15 acoustic flight tests have been conducted over a five year period by a NASA/Army/Bell Helicopter team to evaluate the noise reduction potential for tiltrotor aircraft during terminal area operations. Lower hemispherical noise characteristics for a wide range of steady-state terminal area type operating conditions were measured during the phase 1 test and indicated that the takeoff and level flight conditions were not significant contributors to the total noise of tiltrotor operations. Phase 1 results were used to design low noise approach profiles that were tested during the phase 2 and phase 3 tests, which used large area microphone arrays to directly measure the ground noise footprints. Approach profile designs emphasized noise reduction while maintaining handling qualities sufficient for tiltrotor commercial passenger ride comfort and flight safety under Instrument Flight Rules (IFR) conditions. This paper will discuss the weather, aircraft, tracking, guidance, and acoustic instrumentation systems, as well as the approach profile design philosophy, and the overall test program philosophy. Acoustic results are presented documenting the variation in tiltrotor noise due to changes in operating condition, indicating the potential for significant noise reduction using the unique tiltrotor capability of nacelle tilt.

Conner, David A.↗

NASA NTRS1999

XV-15 Tiltrotor Low Noise Approach Operations

Acoustic data have been acquired for the XV-15 tiltrotor aircraft performing approach operations for a variety of different approach profile configurations. This flight test program was conducted jointly by NASA, the U.S. Army, and Bell Helicopter Textron, Inc. (BHTI) in June 1997. The XV-15 was flown over a large area microphone array, which was deployed to directly measure the noise footprint produced during actual approach operations. The XV-15 flew realistic approach profiles that culminated in IGE hover over a landing pad. Aircraft tracking and pilot guidance was provided by a Differential Global Positioning System (DGPS) and a flight director system developed at BHTI. Approach profile designs emphasized noise reduction while maintaining handling qualities sufficient for tiltrotor commercial passenger ride comfort and flight safety under Instrument Flight Rules (IFR) conditions. A discussion of the approach profile design philosophy is provided. Five different approach profiles are discussed in detail -- 3 deg., 6 deg., and 9 deg. approaches, and two very different 3 deg. to 9 deg. segmented approaches. The approach profile characteristics are discussed in detail, followed by the noise footprints and handling qualities. Sound exposure levels are also presented on an averaged basis and as a function of the sideline distance for a number of up-range distances from the landing point. A comparison of the noise contour areas is also provided. The results document the variation in tiltrotor noise due to changes in operating condition, and indicate the potential for significant noise reduction using the unique tiltrotor capability of nacelle tilt.

Conner, David A.↗

NASA NTRS2004

Assessment and Control of Spacecraft Charging Risks on the International Space Station

The International Space Station (ISS) operates in the F2 region of Earth's ionosphere, orbiting at altitudes ranging from 350 to 450 km at an inclination of 51.6 degrees. The relatively dense, cool F2 ionospheric plasma suppresses surface charging processes much of the time, and the flux of relativistic electrons is low enough to preclude deep dielectric charging processes. The most important spacecraft charging processes in the ISS orbital environment are: 1) ISS electrical power system interactions with the F2 plasma, 2) magnetic induction processes resulting from flight through the geomagnetic field and, 3) charging processes that result from interaction with auroral electrons at high latitude. Recently, the continuing review and evaluation of putative ISS charging hazards required by the ISS Program Office revealed that ISS charging could produce an electrical shock hazard to the ISS crew during extravehicular activity (EVA). ISS charging risks are being evaluated in an ongoing measurement and analysis campaign. The results of ISS charging measurements are combined with a recently developed model of ISS charging (the Plasma Interaction Model) and an exhaustive analysis of historical ionospheric variability data (ISS Ionospheric Specification) to evaluate ISS charging risks using Probabilistic Risk Assessment (PRA) methods. The PRA combines estimates of the frequency of occurrence and severity of the charging hazards with estimates of the reliability of various hazard controls systems, as required by NASA s safety and risk management programs, to enable design and selection of a hazard control approach that minimizes overall programmatic and personnel risk. The PRA provides a quantitative methodology for incorporating the results of the ISS charging measurement and analysis campaigns into the necessary hazard reports, EVA procedures, and ISS flight rules required for operating ISS in a safe and productive manner.

Koontz, Steve↗

NASA NTRS2004

Mothers of Invention: Hubble Engineers Push Robotic 'Evolution' to Save Telescope, Enable New Exploration

Robotic technology being developed out of necessity to keep the Hubble Space Telescope operating could also lead to new levels of man-machine team-work in deep-space exploration down the road-if it survives the near-term scramble for funding. Engineers here who have devoted their NASA careers to the concept of humans servicing the telescope in orbit are planning modifications to International Space Station (ISS) robots that would leave the humans on the ground. The work. forced by post-Columbia flight rules that killed a planned shuttle-servicing mission to Hubble, marks another step in the evolution of robot-partners for human space explorers. "Hubble has always been a pathfider for this agency," says Mike Weiss. Hubble deputy program manager technical. "When the space station was flown and assembled, Hubble was the pathfinder. not just for modularity, but for operations, for assembly techniques. Exploration is the next step. Things we're going to do on Hubble are going to be applied to exploration. It's not just putting a robot in space. It's operating a robot in space. It's adapting that robot to what needs to be done the next time you're up there."

Morring, Frank, Jr.↗

NASA NTRS1999

Project Summary and Conclusions

A top level summary of activities conducted throughout the course of the EDOMP in response to initial concerns at the outset of the program is provided. Significant findings from the investigations are summarized, together with resulting countermeasures that were implemented and flight rules that were developed in response to these findings. Subsequent paragraphs provide more information; details will be found in the referenced sections.

Sawin, Charles↗

NASA NTRS2005

Development and Application of Non-Linear Image Enhancement and Multi-Sensor Fusion Techniques for Hazy and Dark Imaging

The purpose of this research was to develop enhancement and multi-sensor fusion algorithms and techniques to make it safer for the pilot to fly in what would normally be considered Instrument Flight Rules (IFR) conditions, where pilot visibility is severely restricted due to fog, haze or other weather phenomenon. We proposed to use the non-linear Multiscale Retinex (MSR) as the basic driver for developing an integrated enhancement and fusion engine. When we started this research, the MSR was being applied primarily to grayscale imagery such as medical images, or to three-band color imagery, such as that produced in consumer photography: it was not, however, being applied to other imagery such as that produced by infrared image sources. However, we felt that it was possible by using the MSR algorithm in conjunction with multiple imaging modalities such as long-wave infrared (LWIR), short-wave infrared (SWIR), and visible spectrum (VIS), we could substantially improve over the then state-of-the-art enhancement algorithms, especially in poor visibility conditions. We proposed the following tasks: 1) Investigate the effects of applying the MSR to LWIR and SWIR images. This consisted of optimizing the algorithm in terms of surround scales, and weights for these spectral bands; 2) Fusing the LWIR and SWIR images with the VIS images using the MSR framework to determine the best possible representation of the desired features; 3) Evaluating different mixes of LWIR, SWIR and VIS bands for maximum fog and haze reduction, and low light level compensation; 4) Modifying the existing algorithms to work with video sequences. Over the course of the 3 year research period, we were able to accomplish these tasks and report on them at various internal presentations at NASA Langley Research Center, and in presentations and publications elsewhere. A description of the work performed under the tasks is provided in Section 2. The complete list of relevant publications during the research periods is provided in Section 5. This research also resulted in the generation of intellectual property.

Rahman, Zia-ur↗

NASA NTRS2004

Simulating Virtual Terminal Area Weather Data Bases for Use in the Wake Vortex Avoidance System (Wake VAS) Prediction Algorithm

During the research project, sounding datasets were generated for the region surrounding 9 major airports, including Dallas, TX, Boston, MA, New York, NY, Chicago, IL, St. Louis, MO, Atlanta, GA, Miami, FL, San Francico, CA, and Los Angeles, CA. The numerical simulation of winter and summer environments during which no instrument flight rule impact was occurring at these 9 terminals was performed using the most contemporary version of the Terminal Area PBL Prediction System (TAPPS) model nested from 36 km to 6 km to 1 km horizontal resolution and very detailed vertical resolution in the planetary boundary layer. The soundings from the 1 km model were archived at 30 minute time intervals for a 24 hour period and the vertical dependent variables as well as derived quantities, i.e., 3-dimensional wind components, temperatures, pressures, mixing ratios, turbulence kinetic energy and eddy dissipation rates were then interpolated to 5 m vertical resolution up to 1000 m elevation above ground level. After partial validation against field experiment datasets for Dallas as well as larger scale and much coarser resolution observations at the other 8 airports, these sounding datasets were sent to NASA for use in the Virtual Air Space and Modeling program. The application of these datasets being to determine representative airport weather environments to diagnose the response of simulated wake vortices to realistic atmospheric environments. These virtual datasets are based on large scale observed atmospheric initial conditions that are dynamically interpolated in space and time. The 1 km nested-grid simulated datasets providing a very coarse and highly smoothed representation of airport environment meteorological conditions. Details concerning the airport surface forcing are virtually absent from these simulated datasets although the observed background atmospheric processes have been compared to the simulated fields and the fields were found to accurately replicate the flows surrounding the airport where coarse verification data were available as well as where airport scale datasets were available.

Kaplan, Michael L.↗

NASA NTRS2005

A Perfect View of Vesta: Creating Pointing Observations for the Dawn Spacecraft on Asteroid 4 Vesta

The Dawn spacecraft has a timely and clever assignment in store. It will take a close look at two intact survivors from the dawn of the solar system (asteroids 4 Vesta and 1 Ceres) to understand more about solar system origin and evolution. To optimize science return, Dawn must make carefully designed observations on approach and in survey orbit, high altitude mapping orbit, and low altitude mapping orbit at each body. In this report, observations outlined in the science plan are modeled using the science opportunity analyzer program for the Vesta encounter. Specifically, I encoded Dawn's flight rules into the program, modeled pointing profiles of the optical instruments (framing camera, visible infrared spectrometer) and mapped their fields of view onto Vesta's surface. Visualization of coverage will provide the science team with information necessary to assess feasibility of alternative observation plans. Dawn launches in summer 2006 and ends its journey in 2016. Instrument observations on Vesta in 2011 will supply detailed information about Vesta's surface and internal structure. These data will be used to analyze the formation and history of the protoplanet and, therefore, complete an important step in understanding the development of our solar system.

Hay, Katrina M.↗

NASA NTRS2006

Thermoregulatory and Orthostatic Responses to Wearing the Advanced Crew Escape Suit

Current NASA flight rules limit the maximum cabin temperature (23.9 C) during re-entry and landing to protect crewmembers from heat stress while wearing the Advanced Crew Escape Suit (ACES) and Liquid Cooling Garment (LCG). The primary purpose of this ground-based project was to determine whether the LCG could provide adequate cooling if ambient temperature reached 26.7 "C. The secondary objective was to determine whether there would be a graded effect of ambient temperature profiles with maximum temperatures of 23.9 (LO), 26.7 (MPD), and 29.4 C (HI). METHODS: Eight subjects underwent a 5-h temperature profile (22.8,26.7 C) in an environmental chamber while wearing the ACES and LCG. Subjects controlled the amount of cooling provided by the LCG. Core (T(sub core)),skin temperatures (T(sub sk)) and heart rate (HR) were measured every 15-min. A 10-minute stand test was administered pre- and post-chamber. Additionally, 4 subjects underwent the three 5-h temperature profiles (LO, MID, and HI) with the same measurements. RESULTS: In the 8 subjects completing the MID profile, T(sub core), and T(sub sk) decreased from the start' to the end of the chamber stay. Subjects completed the stand test without signs of orthostatic intolerance. In the 4 subjects who underwent all 3 profiles, there was no discernible pattern in T(sub core), T(sub sk), and HR responses across the temperature profiles. CONCLUSIONS: In the range of temperatures tested, subjects were able to sufficiently utilize the self-selected cooling to avoid any potential deleterious effects of wearing the ACES. However, these subjects were not microgravity exposed, which has been suggested to impair thermoregulation.

Lee, Stuart M. C.↗

NASA NTRS2005

The Decompression Sickness and Venous Gas Emboli Consequences of Air Breaks During 100% Oxygen Prebreathe

Conkin, Johnny↗

NASA NTRS2004

The Decompression Sickness and Venous Gas Emboli Consequences of Air Breaks During 100% Oxygen Prebreathe

Not enough is known about the increased risk of hypobaric decompression sickness (DCS) and production of venous (VGE) and arterial (AGE) gas emboli following an air break in an otherwise normal 100% resting oxygen (O2) prebreathe (PB), and certainly a break in PB when exercise is used to accelerate nitrogen (N2) elimination from the tissues. Current Aeromedical Flight Rules at the Johnson Space Center about additional PB payback times are untested, possibly too conservative, and therefore not optimized for operational use. A 10 min air break at 90 min into a 120 min PB that includes initial dual-cycle ergometry for 10 min will show a measurable increase in the risk of DCS and VGE after ascent to 4.3 psia compared to a 10 min break at 15 min into the PB, or when there is no break in PB. Data collection with humans begins in 2005, but here we first evaluate the hypothesis using three models of tissue N2 kinetics: Model I is a simple single half-time compartment exponential model, Model II is a three compartment half-time exponential model, and Model III is a variable half-time compartment model where the percentage of maximum O2 consumption for the subject during dual-cycle ergometry exercise defines the half-time compartment. Model I with large rate constants to simulate an exercise effect always showed a late break in PB had the greatest consequence. Model II showed an early break had the greatest consequence. Model III showed there was no difference between early or late break in exercise PB. Only one of these outcomes will be observed when humans are tested. Our results will favor one of these models, and so advance our understanding of tissue N2 kinetics, and of altitude DCS after an air break in PB.

Conkin, J.↗