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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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At least 217 records · Page 12

Flight Test Overview for UAS Integration in the NAS Project

The National Aeronautics and Space Administration is conducting a series of flight tests intended to support the reduction of barriers that prevent unmanned aircraft from flying without the required waivers from the Federal Aviation Administration. The most recent testing supported two separate test configurations. The first investigated the timing of Detect and Avoid (DAA) alerting thresholds using a radar-equipped unmanned vehicle and multiple live intruders flown at varying encounter geometries. The second configuration included a surrogate unmanned vehicle (flown from a ground control station, with a safety pilot on board) flying a mission in a virtual air traffic control airspace sector using research pilot displays and DAA advisories to maintain separation from live and virtual aircraft. The test was conducted over a seven-week span in the summer of 2015. The data from over 100 encounter sorties will be used to inform the RTCA Phase 1 Detect and Avoid and Command and Control Minimum Operating Performance Standards (MOPS) intended to be completed by the summer of 2016. Follow-on flight-testing is planned for the spring of 2016 to capture remaining encounters and support validation of the MOPS.

UAS↗

Systems and methods for monitoring a power-generation module assembly after a power-generation module shutdown event

Embodiments are directed to providing a user interface (UI) that streamlines and simplifies the process of monitoring critical power-generation module (PGM) parameters after a PGM assembly is shutdown. The UI displays, in real-time, indicators corresponding to one or more post-shutdown PGM parameters. The UI provides indications of whether the post-shutdown PGM parameters meet post-shutdown criteria of the PGM assembly. When a post-shutdown PGM parameter does not meet the post-shutdown criteria, a user alert is provided to the user. A protocol may additionally be provided to the user. In some embodiments, the protocol may enable the user to return the PGM assembly to a condition that satisfies the post-shutdown criteria. The protocol may be a safety protocol and/or an asset protection protocol.

Buenaventura, Don↗

Systems and methods for monitoring a power-generation module assembly after a power-generation module shutdown event

Embodiments are directed to providing a user interface (UI) that streamlines and simplifies the process of monitoring critical power-generation module (PGM) parameters after a PGM assembly is shutdown. The UI displays, in real-time, indicators corresponding to one or more post-shutdown PGM parameters. The UI provides indications of whether the post-shutdown PGM parameters meet post-shutdown criteria of the PGM assembly. When a post-shutdown PGM parameter does not meet the post-shutdown criteria, a user alert is provided to the user. A protocol may additionally be provided to the user. In some embodiments, the protocol may enable the user to return the PGM assembly to a condition that satisfies the post-shutdown criteria. The protocol may be a safety protocol and/or an asset protection protocol.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗

A Virtual Audio Guidance and Alert System for Commercial Aircraft Operations

Our work in virtual reality systems at NASA Ames Research Center includes the area of aurally-guided visual search, using specially-designed audio cues and spatial audio processing (also known as virtual or "3-D audio") techniques (Begault, 1994). Previous studies at Ames had revealed that use of 3-D audio for Traffic Collision Avoidance System (TCAS) advisories significantly reduced head-down time, compared to a head-down map display (0.5 sec advantage) or no display at all (2.2 sec advantage) (Begault, 1993, 1995; Begault & Pittman, 1994; see Wenzel, 1994, for an audio demo). Since the crew must keep their head up and looking out the window as much as possible when taxiing under low-visibility conditions, and the potential for "blunder" is increased under such conditions, it was sensible to evaluate the audio spatial cueing for a prototype audio ground collision avoidance warning (GCAW) system, and a 3-D audio guidance system. Results were favorable for GCAW, but not for the audio guidance system.

Begault, Durand R.↗

Program Diagnoses Nickel/Cadmium Batteries

Nickel Cadmium Battery Expert System-2 (NICBES2) computer program is prototype expert-system program for diagnosis and management of health of nickel/cadmium batteries. Intended to support evaluation of performance of batteries in Hubble Space Telescope spacecraft and to alert personnel to possible malfunctions. Oversees status of batteries by evaluating data gathered in orbit packets, and when so merits, raises alarm and provides diagnosis of faults as well as advice on actions to be taken to remedy condition giving rise to alarm. Provides history of statuses of batteries pertaining to health of batteries, and graphical display to help operator assimilate information generated. Written in C language.

Johnson, Yvette B.↗

An Evaluation of the Frequency and Severity of Motion Sickness Incidences in Personnel Within the Command and Control Vehicle (C2V)

The purpose of this study was to assess the frequency and severity of motion sickness in personnel during a field exercise in the Command and Control Vehicle (C2V). This vehicle contains four workstations where military personnel are expected to perform command decisions in the field during combat conditions. Eight active duty military men (U.S. Army) at the Yuma Proving Grounds in Arizona participated in this study. All subjects were given baseline performance tests while their physiological responses were monitored on the first day. On the second day of their participation, subjects rode in the C2V while their physiological responses and performance measures were recorded. Self-reports of motion sickness were also recorded. Results showed that only one subject experienced two incidences of emesis. However, seven out of the eight subjects reported other motion sickness symptoms; most predominant was the report of drowsiness, which occurred a total of 19 times. Changes in physiological responses were observed relative to motion sickness symptoms reported and the different environmental conditions (i.e., level, hills, gravel) during the field exercise. Performance data showed an overall decrement during the C2V exercise. These findings suggest that malaise and severe drowsiness can potentially impact the operational efficiency of the C2V crew. It was concluded that conflicting sensory information from the subject's visual displays and movements of the vehicle during the field exercise significantly contributed to motion sickness symptoms. It was recommended that a second study be conducted to further evaluate the impact of seat position or orientation and C2V experience on motion sickness susceptibility. Further, it was recommended that an investigation be performed on behavioral methods for improving crew alertness, motivation, and performance and for reducing malaise.

Cowings, Patricia S.↗

A simulation study of crew performance in operating an advanced transport aircraft in an automated terminal area environment

A simulation study assessing crew performance operating an advanced transport aircraft in an automated terminal area environment is described. The linking together of the Langley Advanced Transport Operating Systems Aft Flight Deck Simulator with the Terminal Area Air Traffic Model Simulation was required. The realism of an air traffic control (ATC) environment with audio controller instructions for the flight crews and the capability of inserting a live aircraft into the terminal area model to interact with computer generated aircraft was provided. Crew performance using the advanced displays and two separate control systems (automatic and manual) in flying area navigation routes in the automated ATC environment was assessed. Although the crews did not perform as well using the manual control system, their performances were within acceptable operational limits with little increase in workload. The crews favored using the manual control system and felt they were more alert and aware of their environment when using it.

Houck, J. A.↗

Pilot's Automated Weather Support System (PAWSS) concepts

The FAA and NASA are investigating concepts for providing automated support to pilots in obtaining and using weather information. The pilot's Automated Weather Support System (PAWSS) activity is using computer technology to assist the pilot in acquiring and displaying weather information in the cockpit, and to assist in assessing and applying weather data in flight management and en route support. The PAWSS concepts include data link communications with a short update cycle of new weather data, color-coded map depictions with alpha-numeric data available for backup and detailed data presentation, automated monitoring of weather trends with alerting for hazardous conditions, and expert system technology applications in weather data assessments and flight management applications.

Crabill, N. L↗

Pilot Evaluation of a UAS Detect-and-Avoid System's Effectiveness in Remaining Well Clear

Unmanned aircraft will equip with a detect-and-avoid (DAA) system that enables them to comply with the requirement to "see and avoid" other aircraft, an important layer in the overall set of procedural, strategic and tactical separation methods designed to prevent mid-air collisions. Regulators will establish minimum operating standards for DAA effectiveness, but different combinations of algorithms, displays and procedures could be used to meet those standards. The research presented in this paper indicates the effectiveness of the combined pilot-DAA system as a function of the DAA design requirements and provides data that may be used to model the behavior of pilots when employing such systems. Two simulations involving 21 professional unmanned aircraft system (UAS) pilots evaluated eight different DAA system designs in order to assess their ability to maintain the "well clear" separation standard, i.e., the state of maintaining a safe distance from other aircraft that would not normally cause the initiation of a collision avoidance maneuver by either aircraft. When the traffic display was integrated with the primary mission map directly in front of the pilot, there were fewer losses of well clear. Greater warning time provided to the pilot was strongly correlated with success in remaining well clear. Pilots' ability to separate from aircraft with cooperative and non-cooperative surveillance systems was nearly the same after accounting for the amount of alert time provided in each encounter, although the limited surveillance volume for the airborne-equipped aircraft meant alerts tended to occur later and therefore were more difficult to resolve.

detect-and-avoid↗

Pxl

The code consists of several scripts. The image is fetched from a predefined URL, downloaded, and is displayed in the virtual environment at a predefined location. The image is also dynamically scaled to fit in the virtual environment depending on its size. The image is sent to have each pixel's value written to a CSV file. While the CSV is being written, a dictionary is populated with values that map each pixel to a temperature reading. The image's height, width, position and references to its corners are sent to make a button that is the same size as the image and placed right behind the image in the virtual scene. The button defines behavior that should be triggered when the user pushes the image. Unity provides visual cues that alert the user when they are about to touch something in the virtual environment. The code holds references to the cues for the left and right hands. The button queries the cue tracker and receives the position of the active cue in the form of a 3D vector. The 3D vector is compared to the bottom left corner of the image to transform the world space coordinates of the cue to the pixel space of the image. The specific pixel is approximated relative to how far left and up the user touched from the bottom left corner of the image. The approximated pixel value, which is represented as a coordinate in 2D space, is used to retrieve the temperature value associated with the approximated pixel. A window of text is then updated to display the temperature reading.

. Otis, KrystianeS [Idaho National Laboratory (INL↗

The cumulative cost of additional wakefulness: dose-response effects on neurobehavioral functions and sleep physiology from chronic sleep restriction and total sleep deprivation

OBJECTIVES: To inform the debate over whether human sleep can be chronically reduced without consequences, we conducted a dose-response chronic sleep restriction experiment in which waking neurobehavioral and sleep physiological functions were monitored and compared to those for total sleep deprivation. DESIGN: The chronic sleep restriction experiment involved randomization to one of three sleep doses (4 h, 6 h, or 8 h time in bed per night), which were maintained for 14 consecutive days. The total sleep deprivation experiment involved 3 nights without sleep (0 h time in bed). Each study also involved 3 baseline (pre-deprivation) days and 3 recovery days. SETTING: Both experiments were conducted under standardized laboratory conditions with continuous behavioral, physiological and medical monitoring. PARTICIPANTS: A total of n = 48 healthy adults (ages 21-38) participated in the experiments. INTERVENTIONS: Noctumal sleep periods were restricted to 8 h, 6 h or 4 h per day for 14 days, or to 0 h for 3 days. All other sleep was prohibited. RESULTS: Chronic restriction of sleep periods to 4 h or 6 h per night over 14 consecutive days resulted in significant cumulative, dose-dependent deficits in cognitive performance on all tasks. Subjective sleepiness ratings showed an acute response to sleep restriction but only small further increases on subsequent days, and did not significantly differentiate the 6 h and 4 h conditions. Polysomnographic variables and delta power in the non-REM sleep EEG-a putative marker of sleep homeostasis--displayed an acute response to sleep restriction with negligible further changes across the 14 restricted nights. Comparison of chronic sleep restriction to total sleep deprivation showed that the latter resulted in disproportionately large waking neurobehavioral and sleep delta power responses relative to how much sleep was lost. A statistical model revealed that, regardless of the mode of sleep deprivation, lapses in behavioral alertness were near-linearly related to the cumulative duration of wakefulness in excess of 15.84 h (s.e. 0.73 h). CONCLUSIONS: Since chronic restriction of sleep to 6 h or less per night produced cognitive performance deficits equivalent to up to 2 nights of total sleep deprivation, it appears that even relatively moderate sleep restriction can seriously impair waking neurobehavioral functions in healthy adults. Sleepiness ratings suggest that subjects were largely unaware of these increasing cognitive deficits, which may explain why the impact of chronic sleep restriction on waking cognitive functions is often assumed to be benign. Physiological sleep responses to chronic restriction did not mirror waking neurobehavioral responses, but cumulative wakefulness in excess of a 15.84 h predicted performance lapses across all four experimental conditions. This suggests that sleep debt is perhaps best understood as resulting in additional wakefulness that has a neurobiological "cost" which accumulates over time.

NASA Discipline Regulatory Physiology↗

Neural basis for eye velocity generation in the vestibular nuclei of alert monkeys during off-vertical axis rotation

Activity of "vestibular only" (VO) and "vestibular plus saccade" (VPS) units was recorded in the rostral part of the medial vestibular nucleus and caudal part of the superior vestibular nucleus of alert rhesus monkeys. By estimating the "null axes" of recorded units (n = 79), the optimal plane of activation was approximately the mean plane of reciprocal semicircular canals, i.e., lateral canals, left anterior-right posterior (LARP) canals or right anterior-left posterior (RALP) canals. All units were excited by rotation in a direction that excited a corresponding ipsilateral semicircular canal. Thus, they all displayed a "type I" response. With the animal upright, there were rapid changes in firing rates of both VO and VPS units in response to steps of angular velocity about a vertical axis. The units were bidirectionally activated during vestibular nystagmus (VN), horizontal optokinetic nystagmus (OKN), optokinetic after-nystagmus (OKAN) and off-vertical axis rotation (OVAR). The rising and falling time constants of the responses to rotation indicated that they were closely linked to velocity storage. There were differences between VPS and VO neurons in that activity of VO units followed the expected time course in response to a stimulus even during periods of drowsiness, when eye velocity was reduced. Firing rates of VPS units, on the other hand, were significantly reduced in the drowsy state. Lateral canal-related units had average firing rates that were linearly related to the bias or steady state level of horizontal eye velocity during OVAR over a range of +/- 60 deg/s. These units could be further divided into two classes according to whether they were modulated during OVAR. Non-modulated units (n = 5) were VO types and all modulated units (n = 5) were VPS types. There was no significant difference between the bias level sensitivities relative to eye velocity of the units with and without modulation (P > 0.05). The modulated units had no sustained change in firing rate in response to static head tilts and their phases relative to head position varied from unit to unit. The phase did not appear to be linked to the modulation of horizontal eye velocity during OVAR. The sensitivities of unit activity to eye velocity were similar during all stimulus modalities despite the different gains of eye velocity vs stimulus velocity during VN, OKN and OVAR. Therefore, VO and VPS units are likely to carry an eye velocity signal related to velocity storage.(ABSTRACT TRUNCATED AT 400 WORDS).

Non-NASA Center↗

X-57 Cockpit Interface Control Document (ICD-CEPT-006)

The Cockpit Interface Control Document defines the hardware interfaces between the X-57 cockpit and subsystems. It provides locational and operational information in support of ground and flight operations with details on controls and displays that include Modes of Operation, Start-Up and Shut- Down Sequence diagrams and captures the current state of the MOD II Avionics Power Architecture. There is also preliminary information of the MOD III and MOD IV configurations. Microsoft PowerPoint was chosen for the document as early development required frequent meetings with multiple customers including aircraft operators (pilots), ground operations, support contractors and power, instrumentation, and human systems integration engineers and PowerPoint enabled presentations that could be quickly modified based on customer and developer interaction. One of the driving requirements for the cockpit design was to keep the left side panel as close the stock Tecnam panel as possible to reduce the failure risk of flight critical indicators. The original annunciator panel in the left side panel was modified to alert the pilot to failures in critical X-57 subsystems and an operator audio alert capability was added for these subsystems. Power-Up switches for the aircraft low voltage 13.8 VDC systems are located at the bottom of the left side panel and center panel, the same location as the stock Tecnam 13.8 VDC switches. The switches for energizing the high voltage system were located in the overhead panel to reduce the risk of inadvertently energizing the high voltage system during the low voltage power-up sequence. The Cruise Motor ARM switches were also located in the overhead panel and correspond to the same location as the stock Tecnam ignition switches. The stock Tecnam throttle levers and prop pitch levers were retained for the X-57. The throttle levers were renamed torque levers since they controlled the commanded torque to the cruise motors. The prop pitch levers provide a commanded RPM signal to an electronic prop pitch controller. X-57 specific displays, located in the right-side panel, are driven by dedicated sensors that monitor right and left side cruise motor RPM, right and left high voltage “Traction Bus” A and B (voltage, current and power) and the Avionics Bus DC converters (A and B) voltage and current. An X-57 Multi-Function Display (MFD) located in the center panel displays CAN Bus parameters. CAN Bus architecture is not certified for flight so these displays could not be used for safety critical information but were designed to be used for test point information only.

Laura Kushner↗

Collision Avoidance System

Ames Research Center teamed with the Federal Aviation Administration (FAA) to study human performance factors associated with the use of the Traffic Alert and Collision Avoidance system (TCAS II) in an operational environment. TCAS is designed to alert pilots of the presence of other aircraft in their vicinity, to identify and track those who could be a threat, and to recommend action to avoid a collision. Ames conducted three laboratory experiments. The first showed that pilots were able to use the TCAS II correctly in the allowable time. The second tested pilots' response to changes in the avoidance advisories, and the third examined pilots' reactions to alternative displays. After a 1989 congressional mandate, the FAA ruled that TCAS would be required on all passenger carrying aircraft (to be phased in completely by 1995).

Source record↗

Convergent properties of vestibular-related brain stem neurons in the gerbil

Three classes of vestibular-related neurons were found in and near the prepositus and medial vestibular nuclei of alert or decerebrate gerbils, those responding to: horizontal translational motion, horizontal head rotation, or both. Their distribution ratios were 1:2:2, respectively. Many cells responsive to translational motion exhibited spatiotemporal characteristics with both response gain and phase varying as a function of the stimulus vector angle. Rotationally sensitive neurons were distributed as Type I, II, or III responses (sensitive to ipsilateral, contralateral, or both directions, respectively) in the ratios of 4:6:1. Four tested factors shaped the response dynamics of the sampled neurons: canal-otolith convergence, oculomotor-related activity, rotational Type (I or II), and the phase of the maximum response. Type I nonconvergent cells displayed increasing gains with increasing rotational stimulus frequency (0.1-2.0 Hz, 60 degrees /s), whereas Type II neurons with convergent inputs had response gains that markedly decreased with increasing translational stimulus frequency (0.25-2.0 Hz, +/-0.1 g). Type I convergent and Type II nonconvergent neurons exhibited essentially flat gains across the stimulus frequency range. Oculomotor-related activity was noted in 30% of the cells across all functional types, appearing as burst/pause discharge patterns related to the fast phase of nystagmus during head rotation. Oculomotor-related activity was correlated with enhanced dynamic range compared with the same category that had no oculomotor-related response. Finally, responses that were in-phase with head velocity during rotation exhibited greater gains with stimulus frequency increments than neurons with out-of-phase responses. In contrast, for translational motion, neurons out of phase with head acceleration exhibited low-pass characteristics, whereas in-phase neurons did not. Data from decerebrate preparations revealed that although similar response types could be detected, the sampled cells generally had lower background discharge rates, on average one-third lower response gains, and convergent properties that differed from those found in the alert animals. On the basis of the dynamic response of identified cell types, we propose a pair of models in which inhibitory input from vestibular-related neurons converges on oculomotor neurons with excitatory inputs from the vestibular nuclei. Simple signal convergence and combinations of different types of vestibular labyrinth information can enrich the dynamic characteristics of the rotational and translational vestibuloocular responses.

Non-NASA Center↗

Flight Deck Interval Management Avionics: Eye-Tracking Analysis

Interval Management (IM) is one NexGen method for achieving airspace efficiencies. In order to initiate IM procedures, Air Traffic Control provides an IM clearance to the IM aircraft's pilots that indicates an intended spacing from another aircraft (the target to follow - or TTF) and the point at which this should be achieved. Pilots enter the clearance in the flight deck IM (FIM) system; and once the TTF's Automatic Dependent Surveillance-Broadcast signal is available, the FIM algorithm generates target speeds to meet that IM goal. This study examined four Avionics Conditions (defined by the instrumentation and location presenting FIM information) and three Notification Methods (defined by the visual and aural alerts that notified pilots to IM-related events). Current commercial pilots flew descents into Dallas/Fort-Worth in a high-fidelity commercial flight deck simulation environment with realistic traffic and communications. All 12 crews experienced each Avionics Condition, where order was counterbalanced over crews. Each crew used only one of the three Notification Methods. This paper presents results from eye tracking data collected from both pilots, including: normalized number of samples falling within FIM displays, normalized heads-up time, noticing time, dwell time on first FIM display look after a new speed, a workload-related metric, and a measure comparing the scan paths of pilot flying and pilot monitoring; and discusses these in the context of other objective (vertical and speed profile deviations, response time to dial in commanded speeds, out-of-speed-conformance and reminder indications) and subjective measures (workload, situation awareness, usability, and operational acceptability).

Latorella, Kara↗

UAS Integration in the NAS Project: Overview of Flight Test Series 6

The National Aeronautics and Space Administration (NASA) Unmanned Aircraft Systems Integration in the National Airspace System (UAS-NAS) Project has conducted a series of flight test campaigns intended to support the reduction of barriers that prevent unmanned aircraft from flying without the required waivers from the Federal Aviation Administration (FAA). The 2019 Flight Test Series 6 (FT6) campaign furthered this path and supported three test configurations: 1) Radar Characterization, 2) Scripted Encounters and 3) Full Mission. Radar Characterization assessed the performance of Honeywell’s low size, weight, and power (low SWaP) radar system; Scripted Encounters investigated the timing of Detect and Avoid (DAA) alerting thresholds using a Department of Defense (DoD) Group 3 unmanned aircraft system (UAS) equipped with low SWaP sensors and three different live intruder aircraft flown at varying encounter geometries; and Full Mission validated human-in-the-loop simulations by collecting pilot performance data from a ground control station while controlling a live unmanned aircraft on a mission in both virtual and live air traffic controlled airspace. The subject pilot observed a research display that presented DAA advisories to maintain separation from live and virtual aircraft. The test was conducted over a twenty-week period within the R-2508 special use airspace located near Edwards Air Force Base (EAFB), CA. Over 240 encounters were flown during the test series and FT6 proved to be invaluable for the purposes of planning, managing, and executing this type of integrated flight test in both live and virtual environments. Data collected from FT6 was provided to the RTCA Special Committee 228 (SC-228) to help inform the Phase 2 Minimum Operational Performance Standards (MOPS). FT6 was the final test series for the UAS-NAS project that began in 2012. This paper provides an overview of FT6 and its success can be directly attributed to the diligent work of the men and women who supported this effort.

UAS in the NAS↗

Flight-deck automation - Promises and problems

The paper analyzes the role of human factors in flight-deck automation, identifies problem areas, and suggests design guidelines. Flight-deck automation using microprocessor technology and display systems improves performance and safety while leading to a decrease in size, cost, and power consumption. On the other hand negative factors such as failure of automatic equipment, automation-induced error compounded by crew error, crew error in equipment set-up, failure to heed automatic alarms, and loss of proficiency must also be taken into account. Among the problem areas discussed are automation of control tasks, monitoring of complex systems, psychosocial aspects of automation, and alerting and warning systems. Guidelines are suggested for designing, utilising, and improving control and monitoring systems. Investigation into flight-deck automation systems is important as the knowledge gained can be applied to other systems such as air traffic control and nuclear power generation, but the many problems encountered with automated systems need to be analyzed and overcome in future research.

Wiener, E. L.↗