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At least 217 records · Page 12

Superimposition, symbology, visual attention, and the head-up display

In two experiments we examined a number of related factors postulated to influence head-up display (HUD) performance. We addressed the benefit of reduced scanning and the cost of increasing the number of elements in the visual field by comparing a superimposed HUD with an identical display in a head-down position in varying visibility conditions. We explored the extent to which the characteristics of HUD symbology support a division of attention by contrasting conformal symbology (which links elements of the display image to elements of the far domain) with traditional instrument landing system (ILS) symbology. Together the two experiments provide strong evidence that minimizing scanning between flight instruments and the far domain contributes substantially to the observed HUD performance advantage. Experiment 1 provides little evidence for a performance cost attributable to visual clutter. In Experiment 2 the pattern of differences in lateral tracking error between conformal and traditional ILS symbology supports the hypothesis that, to the extent that the symbology forms an object with the far domain, attention may be divided between the superimposed image and its counterpart in the far domain.

Attention↗

Effective Utilization of Commercial Wireless Networking Technology in Planetary Environments

The purpose of this research is to investigate the use of commercial, off-the-shelf wireless networking technology in planetary exploration applications involving rovers and sensor webs. The three objectives of this research project are to: 1) simulate the radio frequency environment of proposed landing sites on Mars using actual topographic data, 2) analyze the performance of current wireless networking standards in the simulated radio frequency environment, and 3) propose modifications to the standards for more efficient utilization. In this annual report, we present our results for the second year of research. During this year, the effort has focussed on the second objective of analyzing the performance of the IEEE 802.11a and IEEE 802.1lb wireless networking standards in the simulated radio frequency environment of Mars. The approach builds upon our previous results which deterministically modelled the RF environment at selected sites on Mars using high-resolution topographical data. These results provide critical information regarding antenna coverage patterns, maximum link distances, effects of surface clutter, and multipath effects. Using these previous results, the physical layer of these wireless networking standards has now been simulated and analyzed in the Martian environment. We are looking to extending these results to the and medium access layer next. Our results give us critical information regarding the performance (data rates, packet error rates, link distances, etc.) of IEEE 802.1 la/b wireless networks. This information enables a critical examination of how these wireless networks may be utilized in future Mars missions and how they may be possibly modified for more optimal usage.

Caulev, Michael↗

Ionospheric Transmission Losses Associated with Mars-orbiting Radars

There are a number of obstacles to radar sounding of the deep Martian subsurface from orbit, including signal losses from the medium conductivity, layer reflective losses, and ground clutter. Another adverse process is signal loss as radio waves propagate through the ionospheric plasma medium. The ionosphere is a plasma consisting of free electrons, ions and neutrals that can effectively damp/attenuate radar signals via electrodneutral collisions. The effect is most severe for transmissions at lower frequencies, which, unfortunately, are also favorable transmissions for deep penetration into the subsurface.

Farrell, W. M.↗

Wireless Channel Characterization in the Airport Surface Environment

Given the anticipated increase in air traffic in the coming years, modernization of the National Airspace System (NAS) is a necessity. Part of this modernization effort will include updating current communication, navigation, and surveillance (CNS) systems to deal with the increased traffic as well as developing advanced CNS technologies for the systems. An example of such technology is the integrated CNS (ICNS) network being developed by the Advanced CNS Architecture and Systems Technology (ACAST) group for use in the airport surface environment. The ICNS network would be used to convey voice/data between users in a secure and reliable manner. The current surface system only supports voice and does so through an obsolete physical infrastructure. The old system is vulnerable to outages and costly to maintain. The proposed ICNS network will include a wireless radio link. To ensure optimal performance, a thorough and accurate characterization of the channel across which the link would operate is necessary. The channel is the path the signal takes from the transmitter to the receiver and is prone to various forms of interference. Channel characterization involves a combination of analysis, simulation, and measurement. My work this summer was divided into four tasks. The first task required compiling and reviewing reference material that dealt with the characterization and modeling of aeronautical channels. The second task involved developing a systematic approach that could be used to group airports into classes, e.g. small airfields, medium airports, large open airports, large cluttered airports, etc. The third task consisted of implementing computer simulations of existing channel models. The fourth task entailed measuring possible interference sources in the airport surface environment via a spectrum analyzer.

Neville, Joshua T.↗

Crew and Display Concepts Evaluation for Synthetic / Enhanced Vision Systems

NASA s Synthetic Vision Systems (SVS) project is developing technologies with practical applications that strive to eliminate low-visibility conditions as a causal factor to civil aircraft accidents and replicate the operational benefits of clear day flight operations, regardless of the actual outside visibility condition. Enhanced Vision System (EVS) technologies are analogous and complementary in many respects to SVS, with the principle difference being that EVS is an imaging sensor presentation, as opposed to a database-derived image. The use of EVS in civil aircraft is projected to increase rapidly as the Federal Aviation Administration recently changed the aircraft operating rules under Part 91, revising the flight visibility requirements for conducting operations to civil airports. Operators conducting straight-in instrument approach procedures may now operate below the published approach minimums when using an approved EVS that shows the required visual references on the pilot s Head-Up Display. An experiment was conducted to evaluate the complementary use of SVS and EVS technologies, specifically focusing on new techniques for integration and/or fusion of synthetic and enhanced vision technologies and crew resource management while operating under the newly adopted FAA rules which provide operating credit for EVS. Overall, the experimental data showed that significant improvements in SA without concomitant increases in workload and display clutter could be provided by the integration and/or fusion of synthetic and enhanced vision technologies for the pilot-flying and the pilot-not-flying.

Bailey, Randall E.↗

Mobile Autonomous Humanoid Assistant

A mobile autonomous humanoid robot is assisting human co-workers at the Johnson Space Center with tool handling tasks. This robot combines the upper body of the National Aeronautics and Space Administration (NASA)/Defense Advanced Research Projects Agency (DARPA) Robonaut system with a Segway(TradeMark) Robotic Mobility Platform yielding a dexterous, maneuverable humanoid perfect for aiding human co-workers in a range of environments. This system uses stereo vision to locate human team mates and tools and a navigation system that uses laser range and vision data to follow humans while avoiding obstacles. Tactile sensors provide information to grasping algorithms for efficient tool exchanges. The autonomous architecture utilizes these pre-programmed skills to form human assistant behaviors. The initial behavior demonstrates a robust capability to assist a human by acquiring a tool from a remotely located individual and then following the human in a cluttered environment with the tool for future use.

Diftler, M. A.↗

An examination of along-track interferometry for detecting ground moving targets

Along-track interferometry (ATI) is an interferometric synthetic aperture radar technique primarily used to measure Earth-surface velocities. We present results from an airborne experiment demonstrating phenomenology specific to the context of observing discrete ground targets moving admidst a stationary clutter background.

along-track interferometry↗

Fusion of Synthetic and Enhanced Vision for All-Weather Commercial Aviation Operations

NASA is developing revolutionary crew-vehicle interface technologies that strive to proactively overcome aircraft safety barriers that would otherwise constrain the full realization of the next-generation air transportation system. A piloted simulation experiment was conducted to evaluate the complementary use of Synthetic and Enhanced Vision technologies. Specific focus was placed on new techniques for integration and/or fusion of Enhanced and Synthetic Vision and its impact within a two-crew flight deck during low visibility approach and landing operations. Overall, the experimental data showed that significant improvements in situation awareness, without concomitant increases in workload and display clutter, could be provided by the integration and/or fusion of synthetic and enhanced vision technologies for the pilot-flying and the pilot-not-flying. During non-normal operations, the ability of the crew to handle substantial navigational errors and runway incursions were not adversely impacted by the display concepts although the addition of Enhanced Vision did not, unto itself, provide an improvement in runway incursion detection.

Bailey, Randall E.↗

NASA Tech Briefs, December 2008

Topics covered include: Crew Activity Analyzer; Distributing Data to Hand-Held Devices in a Wireless Network; Reducing Surface Clutter in Cloud Profiling Radar Data; MODIS Atmospheric Data Handler; Multibeam Altimeter Navigation Update Using Faceted Shape Model; Spaceborne Hybrid-FPGA System for Processing FTIR Data; FPGA Coprocessor for Accelerated Classification of Images; SiC JFET Transistor Circuit Model for Extreme Temperature Range; TDR Using Autocorrelation and Varying-Duration Pulses; Update on Development of SiC Multi-Chip Power Modules; Radio Ranging System for Guidance of Approaching Spacecraft; Electromagnetically Clean Solar Arrays; Improved Short-Circuit Protection for Power Cells in Series; Electromagnetically Clean Solar Arrays; Logic Gates Made of N-Channel JFETs and Epitaxial Resistors; Improved Short-Circuit Protection for Power Cells in Series; Communication Limits Due to Photon-Detector Jitter; System for Removing Pollutants from Incinerator Exhaust; Sealing and External Sterilization of a Sample Container; Converting EOS Data from HDF-EOS to netCDF; HDF-EOS 2 and HDF-EOS 5 Compatibility Library; HDF-EOS Web Server; HDF-EOS 5 Validator; XML DTD and Schemas for HDF-EOS; Converting from XML to HDF-EOS; Simulating Attitudes and Trajectories of Multiple Spacecraft; Specialized Color Function for Display of Signed Data; Delivering Alert Messages to Members of a Work Force; Delivering Images for Mars Rover Science Planning; Oxide Fiber Cathode Materials for Rechargeable Lithium Cells; Electrocatalytic Reduction of Carbon Dioxide to Methane; Heterogeneous Superconducting Low-Noise Sensing Coils; Progress toward Making Epoxy/Carbon-Nanotube Composites; Predicting Properties of Unidirectional-Nanofiber Composites; Deployable Crew Quarters; Nonventing, Regenerable, Lightweight Heat Absorber; Miniature High-Force, Long-Stroke SMA Linear Actuators; "Bootstrap" Configuration for Multistage Pulse-Tube Coolers; Reducing Liquid Loss during Ullage Venting in Microgravity; Ka-Band Transponder for Deep-Space Radio Science; Replication of Space-Shuttle Computers in FPGAs and ASICs; Demisable Reaction-Wheel Assembly; Spatial and Temporal Low-Dimensional Models for Fluid Flow; Advanced Land Imager Assessment System; Range Imaging without Moving Parts.

Source record↗

Commercial Flight Crew Decision-Making during Low-Visibility Approach Operations Using Fused Synthetic/Enhanced Vision Systems

NASA is investigating revolutionary crew-vehicle interface technologies that strive to proactively overcome aircraft safety barriers that would otherwise constrain the full realization of the next-generation air transportation system. A fixed-based piloted simulation experiment was conducted to evaluate the complementary use of Synthetic and Enhanced Vision technologies. Specific focus was placed on new techniques for integration and/or fusion of Enhanced and Synthetic Vision and its impact within a two-crew flight deck on the crew's decision-making process during low-visibility approach and landing operations. Overall, the experimental data showed that significant improvements in situation awareness, without concomitant increases in workload and display clutter, could be provided by the integration and/or fusion of synthetic and enhanced vision technologies for the pilot-flying and the pilot-not-flying. During non-normal operations, the ability of the crew to handle substantial navigational errors and runway incursions were neither improved nor adversely impacted by the display concepts. The addition of Enhanced Vision may not, unto itself, provide an improvement in runway incursion detection without being specifically tailored for this application. Existing enhanced vision system procedures were effectively used in the crew decision-making process during approach and missed approach operations but having to forcibly transition from an excellent FLIR image to natural vision by 100 ft above field level was awkward for the pilot-flying.

Kramer, Lynda J.↗

Evaluation of Fused Synthetic and Enhanced Vision Display Concepts for Low-Visibility Approach and Landing

NASA is developing revolutionary crew-vehicle interface technologies that strive to proactively overcome aircraft safety barriers that would otherwise constrain the full realization of the next generation air transportation system. A piloted simulation experiment was conducted to evaluate the complementary use of Synthetic and Enhanced Vision technologies. Specific focus was placed on new techniques for integration and/or fusion of Enhanced and Synthetic Vision and its impact within a two-crew flight deck during low-visibility approach and landing operations. Overall, the experimental data showed that significant improvements in situation awareness, without concomitant increases in workload and display clutter, could be provided by the integration and/or fusion of synthetic and enhanced vision technologies for the pilot-flying and the pilot-not-flying. Improvements in lateral path control performance were realized when the Head-Up Display concepts included a tunnel, independent of the imagery (enhanced vision or fusion of enhanced and synthetic vision) presented with it. During non-normal operations, the ability of the crew to handle substantial navigational errors and runway incursions were neither improved nor adversely impacted by the display concepts. The addition of Enhanced Vision may not, of itself, provide an improvement in runway incursion detection without being specifically tailored for this application.

Bailey, Randall E.↗

Radar Differential Phase Signatures of Ice Orientation for the Prediction of Lightning Initiation and Cessation

The majority of lightning-related casualties typically occur during thunderstorm initiation (e.g., first flash) or dissipation (e.g., last flash). The physics of electrification and lightning production during thunderstorm initiation is fairly well understood. As such, the literature includes a number of studies presenting various radar techniques (using reflectivity and, if available, other dual-polarimetric parameters) for the anticipation of initial electrification and first lightning flash. These radar techniques have shown considerable skill at forecasting first flash. On the other hand, electrical processes and lightning production during thunderstorm dissipation are not nearly as well understood and few, if any, successful techniques have been developed to anticipate the last flash and subsequent cessation of lightning. One promising approach involves the use of dual-polarimetric radar variables to infer the presence of oriented ice crystals in lightning producing storms. In the absence of strong vertical electric fields, ice crystals fall with their largest (semi-major) axis in the horizontal associated with gravitational and aerodynamic forces. In thunderstorms, strong vertical electric fields (100-200 kV m(sup -1)) have been shown to orient small (less than 2 mm) ice crystals such that their semi-major axis is vertical (or nearly vertical). After a lightning flash, the electric field is typically relaxed and prior radar research suggests that ice crystals rapidly resume their preferred horizontal orientation. In active thunderstorms, the vertical electric field quickly recovers and the ice crystals repeat this cycle of orientation for each nearby flash. This change in ice crystal orientation from primarily horizontal to vertical during the development of strong vertical electric fields prior to a lightning flash forms the physical basis for anticipating lightning initiation and, potentially, cessation. Research has shown that radar reflectivity (Z) and other co-polar back-scattering radar measurements like differential reflectivity (Z(sub dr)) typically measured by operational dual-polarimetric radars are not sensitive to these changes in ice crystal orientation. However, prior research has demonstrated that oriented ice crystals cause significant propagation effects that can be routinely measured by most dual-polarimetric radars from X-band (3 cm) to S-band (10 cm) wavelengths using the differential propagation phase shift (often just called differential phase, phi(sub dp)) or its range derivative, the specific differential phase (K(sub dp)). Advantages of the differential phase include independence from absolute or relative power calibration, attenuation, differential attenuation and relative insensitivity to ground clutter and partial beam occultation effects (as long as the signal remains above noise). In research mode, these sorts of techniques have been used to anticipate initial cloud electrification, lightning initiation, and cessation. In this study, we develop a simplified model of ice crystal size, shape, orientation, dielectric, and associated radar scattering and propagation effects in order to simulate various idealized scenarios of ice crystals responding to a hypothetical electric field and their dual-polarimetric radar signatures leading up to lightning initiation and particularly cessation. The sensitivity of the K(sub dp) ice orientation signature to various ice properties and radar wavelength will be explored. Since K(sub dp) is proportional to frequency in the Rayleigh- Gans scattering regime, the ice orientation signatures should be more obvious at higher (lower) frequencies (wavelengths). As a result, simulations at radar wavelengths from 10 cm down to 1 cm (Ka-band) will be conducted. Resonance effects will be considered using the T-matrix method. Since most K(sub dp) Vbased observations have been shown at S-band, we will present ice orientation signatures from C-band (UAH/NASA ARMOR) and X-bd (UAH MAX) dual-polarimetric radars located in Northern Alabama. Issues related to optimal radar scanning for the detection of oriented ice will be discussed. Preliminary suggestions on how these differential phase signatures of oriented ice could contribute to lightning initiation and cessation algorithms will be presented.

Carey, L.D.↗

Evaluating Fault Management Operations Concepts for Next-Generation Spacecraft: What Eye Movements Tell Us

Performance enhancements associated with selected forms of automation were quantified in a recent human-in-the-loop evaluation of two candidate operational concepts for fault management on next-generation spacecraft. The baseline concept, called Elsie, featured a full-suite of "soft" fault management interfaces. However, operators were forced to diagnose malfunctions with minimal assistance from the standalone caution and warning system. The other concept, called Besi, incorporated a more capable C&W system with an automated fault diagnosis capability. Results from analyses of participants' eye movements indicate that the greatest empirical benefit of the automation stemmed from eliminating the need for text processing on cluttered, text-rich displays.

Hayashi, Miwa↗

Enhanced/Synthetic Vision and Head-Worn Display Technologies for Terminal Maneuvering Area NextGen Operations

NASA is researching innovative technologies for the Next Generation Air Transportation System (NextGen) to provide a "Better-Than-Visual" (BTV) capability as adjunct to "Equivalent Visual Operations" (EVO); that is, airport throughputs equivalent to that normally achieved during Visual Flight Rules (VFR) operations rates with equivalent and better safety in all weather and visibility conditions including Instrument Meteorological Conditions (IMC). These new technologies build on proven flight deck systems and leverage synthetic and enhanced vision systems. Two piloted simulation studies were conducted to access the use of a Head-Worn Display (HWD) with head tracking for synthetic and enhanced vision systems concepts. The first experiment evaluated the use a HWD for equivalent visual operations to San Francisco International Airport (airport identifier: KSFO) compared to a visual concept and a head-down display concept. A second experiment evaluated symbology variations under different visibility conditions using a HWD during taxi operations at Chicago O'Hare airport (airport identifier: KORD). Two experiments were conducted, one in a simulated San Francisco airport (KSFO) approach operation and the other, in simulated Chicago O'Hare surface operations, evaluating enhanced/synthetic vision and head-worn display technologies for NextGen operations. While flying a closely-spaced parallel approach to KSFO, pilots rated the HWD, under low-visibility conditions, equivalent to the out-the-window condition, under unlimited visibility, in terms of situational awareness (SA) and mental workload compared to a head-down enhanced vision system. There were no differences between the 3 display concepts in terms of traffic spacing and distance and the pilot decision-making to land or go-around. For the KORD experiment, the visibility condition was not a factor in pilot's rating of clutter effects from symbology. Several concepts for enhanced implementations of an unlimited field-of-regard BTV concept for low-visibility surface operations were determined to be equivalent in pilot ratings of efficacy and usability.

Arthur, Jarvis J., III↗

Coherent Doppler Lidar for Precision Navigation of Spacecrafts

A fiber-based coherent Doppler lidar, utilizing an FMCW technique, has been developed and its capabilities demonstrated through two successful helicopter flight test campaigns. This Doppler lidar is expected to play a critical role in future planetary exploration missions because of its ability in providing the necessary data for soft landing on the planetary bodies and for landing missions requiring precision navigation to the designated location on the ground. Compared with radars, the Doppler lidar can provide significantly higher precision velocity and altitude data at a much higher rate without concerns for measurement ambiguity or target clutter. Future work calls for testing the Doppler lidar onboard a rocket-powered free-flyer platform operating in a closed-loop with the vehicle s guidance, navigation, and control (GN&C) unit.

Amzajerdian, Farzin↗

Upgrading the Space Shuttle Caution and Warning System

A report describes the history and the continuing evolution of an avionic system aboard the space shuttle, denoted the caution and warning system, that generates visual and auditory displays to alert astronauts to malfunctions. The report focuses mainly on planned human-factors-oriented upgrades of an alphanumeric fault-summary display generated by the system. Such upgrades are needed because the display often becomes cluttered with extraneous messages that contribute to the difficulty of diagnosing malfunctions. In the first of two planned upgrades, the fault-summary display will be rebuilt with a more logical task-oriented graphical layout and multiple text fields for malfunction messages. In the second upgrade, information displayed will be changed, such that text fields will indicate only the sources (that is, root causes) of malfunctions; messages that are not operationally useful will no longer appear on the displays. These and other aspects of the upgrades are based on extensive collaboration among astronauts, engineers, and human-factors scientists. The report describes the human-factors principles applied in the upgrades.

McCandless, Jeffrey W.↗

Strobe Traffic Lights Warn of Approaching Emergency Vehicles

Strobe-enhanced traffic signals have been developed to aid in the preemption of road intersections for emergency vehicles. The strobe-enhanced traffic signals can be incorporated into both new and pre-existing traffic-control systems in which the traffic-signal heads are of a relatively new type based on arrays of light-emitting diodes (LEDs). The strobe-enhanced traffic signals offer a less expensive, less complex alternative to a recently developed system of LED-based warning signs placed next to traffic signals. Because of its visual complexity, the combination of traffic signals and warning signs is potentially confusing to motorists. The strobe-enhanced traffic signals present less visual clutter. In a given traffic-signal head, the strobe-enhanced traffic signal is embedded in the red LED array of the stop signal. Two strobe LED strips one horizontal and one vertical are made capable of operating separately from the rest of the red LED matrix. When no emergency vehicle is approaching, the red LED array functions as a normal stop signal: all the red LEDs are turned on and off together. When the intersection is to be preempted for an approaching emergency vehicle, only the LEDs in one of the strobe strips are lit, and are turned on in a sequence that indicates the direction of approach. For example (see figure), if an emergency vehicle approaches from the right, the strobe LEDs are lit in a sequence moving from right to left. Important to the success of strobe-enhanced traffic signals is conformance to city ordinances and close relation to pre-existing traffic standards. For instance, one key restriction is that new icons must not include arrows, so that motorists will not confuse new icons with conventional arrows that indicate allowed directions of movement. It is also critical that new displays like strobe-enhanced traffic signals be similar to displays used in traffic-control systems in large cities. For example, Charleston, South Carolina uses horizontal strobes on red traffic lights to alert motorists and thereby help motorists not to miss red lights. The one significant potential disadvantage of strobe-enhanced traffic lights is initial unfamiliarity on the part of motorists.

Bachelder, Aaron↗