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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 235 records · Page 13
All sourcesNASA NTRSDOE OSTI
NASA NTRS1984

Enhanced TCAS 2/CDTI traffic Sensor digital simulation model and program description

Digital simulation models of enhanced TCAS 2/CDTI traffic sensors are developed, based on actual or projected operational and performance characteristics. Two enhanced Traffic (or Threat) Alert and Collision Avoidance Systems are considered. A digital simulation program is developed in FORTRAN. The program contains an executive with a semireal time batch processing capability. The simulation program can be interfaced with other modules with a minimum requirement. Both the traffic sensor and CAS logic modules are validated by means of extensive simulation runs. Selected validation cases are discussed in detail, and capabilities and limitations of the actual and simulated systems are noted. The TCAS systems are not specifically intended for Cockpit Display of Traffic Information (CDTI) applications. These systems are sufficiently general to allow implementation of CDTI functions within the real systems' constraints.

Goka, T.↗
DOE OSTI2023

The 100-month Swift catalogue of supergiant fast X–ray transients

Supergiant fast X-ray transients (SFXTs) are high mass X-ray binaries (HMXBs) displaying X-ray outbursts that can reach peak luminosities up to 10 38 erg s -1 and spend most of their lives in more quiescent states with luminosities as low as 10 32 -10 33 erg s -1 . During the quiescent states, less luminous flares are also frequently observed with luminosities of 10 34 -10 35 erg s -1 . The main goal of the comprehensive and uniform analysis of the SFXT Swift triggers presented in this paper is to provide tools to predict whether a transient that has no known X-ray counterpart may be an SFXT candidate. These tools can be exploited for the development of future missions exploring the variable X-ray sky through large field-of-view instruments. We examined all available data on outbursts of SFXTs that triggered the Swift/Burst Alert Telescope (BAT) collected between 2005 August 30 and 2014 December 31, in particular those for which broad-band data, including the Swift/X-ray Telescope (XRT) data, are also available. This work complements and extends our previous catalogue of SFXT flares detected by BAT from 2005 February 12 to 2013 May 31, since we now include the additional BAT triggers recorded until the end of 2014 (i.e. beyond the formal first 100 months of the Swift mission). Due to a change in the mission’s observational strategy, virtually no SFXT triggers obtained a broad-band response after 2014. We processed all BAT and XRT data uniformly by using the Swift Burst Analyser to produce spectral evolution dependent flux light curves for each outburst in the sample. The BAT data allowed us to infer useful diagnostics to set SFXT triggers apart from the general γ-ray burst population, showing that SFXTs uniquely give rise to image triggers and are simultaneously very long, faint, and ‘soft’ hard-X-ray transients. We find that the BAT data alone can discriminate very well the SFXTs from other classes of fast transients, such as anomalous X-ray pulsars and soft gamma repeaters. On the contrary, the XRT data collected around the time of the BAT triggers are shown to be decisive for distinguishing SFXTs from, for instance, accreting millisecond X-ray pulsars and jetted tidal disruption events. The XRT observations of 35 (out of 52 in total) SFXT BAT triggers show that in the soft X-ray energy band, SFXTs display a decay in flux from the peak of the outburst of at least three orders of magnitude within a day and rarely undergo large re-brightening episodes, favouring in most cases a rapid decay down to the quiescent level within three to five days (at most).

79 ASTRONOMY AND ASTROPHYSICS↗
NASA NTRS2002

Responses of primate caudal parabrachial nucleus and Kolliker-fuse nucleus neurons to whole body rotation

The caudal aspect of the parabrachial (PBN) and Kolliker-Fuse (KF) nuclei receive vestibular nuclear and visceral afferent information and are connected reciprocally with the spinal cord, hypothalamus, amygdala, and limbic cortex. Hence, they may be important sites of vestibulo-visceral integration, particularly for the development of affective responses to gravitoinertial challenges. Extracellular recordings were made from caudal PBN cells in three alert, adult female Macaca nemestrina through an implanted chamber. Sinusoidal and position trapezoid angular whole body rotation was delivered in yaw, roll, pitch, and vertical semicircular canal planes. Sites were confirmed histologically. Units that responded during rotation were located in lateral and medial PBN and KF caudal to the trochlear nerve at sites that were confirmed anatomically to receive superior vestibular nucleus afferents. Responses to whole-body angular rotation were modeled as a sum of three signals: angular velocity, a leaky integration of angular velocity, and vertical position. All neurons displayed angular velocity and integrated angular velocity sensitivity, but only 60% of the neurons were position-sensitive. These responses to vertical rotation could display symmetric, asymmetric, or fully rectified cosinusoidal spatial tuning about a best orientation in different cells. The spatial properties of velocity and integrated velocity and position responses were independent for all position-sensitive neurons; the angular velocity and integrated angular velocity signals showed independent spatial tuning in the position-insensitive neurons. Individual units showed one of three different orientations of their excitatory axis of velocity rotation sensitivity: vertical-plane-only responses, positive elevation responses (vertical plane plus ipsilateral yaw), and negative elevation axis responses (vertical plane plus negative yaw). The interactions between the velocity and integrated velocity components also produced variations in the temporal pattern of responses as a function of rotation direction. These findings are consistent with the hypothesis that a vestibulorecipient region of the PBN and KF integrates signals from the vestibular nuclei and relay information about changes in whole-body orientation to pathways that produce homeostatic and affective responses.

Non-NASA Center↗
NASA NTRS1993

Hazard evaluation and operational cockpit display of ground-measured windshear data

Low-altitude windshear is the leading weather-related cause of fatal aviation accidents in the U.S. Since 1964, there have been 26 accidents attributed to windshear resulting in over 500 fatalities. Low-altitude windshear can take several forms, including macroscopic forms such as cold-warm gustfronts down to the small, intense downdrafts known as microbursts. Microbursts are particularly dangerous and difficult to detect due to their small size, short duration, and occurrence under both heavy precipitation and virtually dry conditions. For these reasons, the real-time detection of windshear hazards is a very active field of research. Also, the advent of digital ground-to-air datalinks and electronic flight instrumentation opens up many options for implementation of windshear alerts in the terminal area environment. Study is required to determine the best content, format, timing, and cockpit presentation of windshear alerts in the modern ATC environment to best inform the flight crew without significantly increasing crew workload.

Wanke, Craig↗
NASA NTRSDate not supplied

Limitations on the Use of Eye-Tracking Data to Understand Operator Awareness

In the last 20 years, a number of accidents and incidents in commercial aviation have pointed to poor flight crew awareness of basic flight path parameters (e.g., airspeed, bank, pitch). As a result, there is a desire to improve pilot situation awareness and how attention is allocated. Eye-tracking has been a commonly used measure of awareness; it can aid in understanding whether specific indications were fixated, and perhaps how a pilot gathered information (that is, which indications in which sequence). In this paper, we discuss limitations on what eye-tracking data can reveal about pilot awareness and understanding. First, previous studies (e.g., Sarter et al., 2007) have shown that fixation on an indication may not ensure awareness or understanding. Further, an operator may have awareness of information not fixated. Additional measures—such as self-report or control inputs—can help to better establish the extent of pilot awareness and understanding. Second, sequences of fixations (scan patterns) have also become a performance measure. While a small number of recognized scan patterns have been validated for a small set of parameters on the Primary Flight Display (PFD), scan patterns have not been identified to support the broader context of flight path management or flight operations. More important is to understand the full set of drivers underlying the larger pattern of eye fixations; this approach moves away from the idea of well-established scan patterns as a marker of skilled performance and gives a larger role to pilot cognition. Pilots have various reasons to direct attention to specific elements on the interface, such as: - feedback tied to control inputs - a check on compliance with flight path targets - a reaction to an alert or a call out - attempt to understand an unexpected indication - assess progress toward a flight path target The importance of cognition is further implicated in the finding that pilot interviews show that fixating typically is accompanied by expectation; generally, pilots have a strong expectation of what value or indication they will see, which allows more efficient integration of information and an ability to identify indications that suggest an alternative account of the current system state. We will describe a range of eye-tracking measures and how they should and should not be used.

aviation↗
NASA NTRS1984

Alerting prefixes for speech warning messages

A major question posed by the design of an integrated voice information display/warning system for next-generation helicopter cockpits is whether an alerting prefix should precede voice warning messages; if so, the characteristics desirable in such a cue must also be addressed. Attention is presently given to the results of a study which ascertained pilot response time and response accuracy to messages preceded by either neutral cues or the cognitively appropriate semantic cues. Both verbal cues and messages were spoken in direct, phoneme-synthesized speech, and a training manipulation was included to determine the extent to which previous exposure to speech thus produced facilitates these messages' comprehension. Results are discussed in terms of the importance of human factors research in cockpit display design.

Bucher, N. M.↗
DOE OSTI2024

Swift /UVOT discovery of Swift J221951−484240: a UV luminous ambiguous nuclear transient

We report the discovery of Swift J221951−484240 (hereafter: J221951), a luminous slow-evolving blue transient that was detected by the Neil Gehrels Swift Observatory Ultraviolet/Optical Telescope (Swift/UVOT) during the follow-up of gravitational wave alert S190930t, to which it is unrelated. Swift/UVOT photometry shows the UV spectral energy distribution of the transient to be well modelled by a slowly shrinking blackbody with an approximately constant temperature of T ∼ 2.5 × 10 4 K. At a redshift z = 0.5205, J221951 had a peak absolute magnitude of M u,AB = −23 mag, peak bolometric luminosity Lmax = 1.1 x 10 45 ergs -1 and a total radiated energy of E > 2.6 × 10 52 erg. The archival Wide-field Infrared Survey Explorer IR photometry shows a slow rise prior to a peak near the discovery date. Spectroscopic UV observations display broad absorption lines in N V and O VI, pointing towards an outflow at coronal temperatures. The lack of emission in the higher H α lines, N I and other neutral lines is consistent with a viewing angle close to the plane of the accretion or debris disc. The origin of J221951 cannot be determined with certainty but has properties consistent with a tidal disruption event and the turn-on of an active galactic nucleus.

79 ASTRONOMY AND ASTROPHYSICS↗
NASA NTRSDate not supplied

Development of a Safety Hazards Risk Assessment Tool for Uncrewed Aircraft System Traffic Management during Preflight Planning

Tremendous growth in the uncrewed and remotely piloted vehicle market is expected in low-altitude, uncontrolled airspace, resulting in potential decreases in safety without systems that support monitoring, assessing, and mitigating risk. At NASA, the System-Wide Safety (SWS) project has been developing a suite of data-driven tools to predict hazards so that the potential risks that these hazards pose can be mitigated. Services to predict various hazards have been developed, including battery capacity, proximity to static obstacles, population risks, global positioning system signal strength, radio frequency spectrum interference risk, and vertiport congestion. These services can monitor hazards along a flight path and if any risks posed by these hazards exceed a threshold, the uncrewed aircraft system (UAS) fleet manager can be alerted to mitigate the risk by modifying the flight path, changing the scheduled departure or arrival times, and/or diverting the vehicle to an alternate vertiport. These services were originally developed to monitor and assess risks during flight, but they have been adapted to assess hazard risks prior to departure so that a fleet manager can evaluate the potential risks for a fleet of UAS along their planned flight paths. These services have been integrated into a prototype tool called the Supplemental Data Service Provider-Consolidated Dashboard (SDSP-CD), developed at NASA Ames Research Center. The tool consists of a dashboard which provides a comprehensive overview for a number of risks and a map display that shows the details of the hazards along each flight’s path. Based on the findings from three previous studies, the SDSP-CD has been updated with new design elements and functions. In this paper, we describe lessons learned from the previous studies, changes made to the interface, and the feedback received during a follow-up usability study. Overall, participants reported that there is a substantial benefit of having a fleet manager use a consolidated dashboard to assess hazards for the vehicles in their fleet and to provide situational awareness to potential risks so that they can be mitigated prior to flight. Once the SDSP-CD matures, it will need to be integrated into flight and mission planning tools. Some initial thoughts on how this integration should be accomplished are shared in this paper. Finally, the functional differences between preflight vs. in-flight risk assessment and the differences in fleet manager vs. UAS pilot roles that may require different information and user interactions are discussed.

preflight↗
NASA NTRS2010

A Near-Term Concept for Trajectory Based Operations with Air/Ground Data Link Communication

An operating concept and required system components for trajectory-based operations with air/ground data link for today's en route and transition airspace is proposed. Controllers are fully responsible for separation as they are today, and no new aircraft equipage is required. Trajectory automation computes integrated solutions to problems like metering, weather avoidance, traffic conflicts and the desire to find and fly more time/fuel efficient flight trajectories. A common ground-based system supports all levels of aircraft equipage and performance including those equipped and not equipped for data link. User interface functions for the radar controller's display make trajectory-based clearance advisories easy to visualize, modify if necessary, and implement. Laboratory simulations (without human operators) were conducted to test integrated operation of selected system components with uncertainty modeling. Results are based on 102 hours of Fort Worth Center traffic recordings involving over 37,000 individual flights. The presence of uncertainty had a marginal effect (5%) on minimum-delay conflict resolution performance, and windfavorable routes had no effect on detection and resolution metrics. Flight plan amendments and clearances were substantially reduced compared to today s operations. Top-of-descent prediction errors are the largest cause of failure indicating that better descent predictions are needed to reliably achieve fuel-efficient descent profiles in medium to heavy traffic. Improved conflict detections for climbing flights could enable substantially more continuous climbs to cruise altitude. Unlike today s Conflict Alert, tactical automation must alert when an altitude amendment is entered, but before the aircraft starts the maneuver. In every other failure case tactical automation prevented losses of separation. A real-time prototype trajectory trajectory-automation system is running now and could be made ready for operational testing at an en route Center in 1-2 years.

McNally, David↗
NASA NTRS2000

An Architecture for Real-Time Interpretation and Visualization of Structural Sensor Data in a Laboratory Environment

A visualization system is being developed out of the need to monitor, interpret, and make decisions based on the information from several thousand sensors during experimental testing to facilitate development and validation of structural health monitoring algorithms. As an added benefit the system will enable complete real-time sensor assessment of complex test specimens. Complex structural specimens are routinely tested that have hundreds or thousands of sensors. During a test, it is impossible for a single researcher to effectively monitor all the sensors and subsequently interesting phenomena occur that are not recognized until post-test analysis. The ability to detect and alert the researcher to these unexpected phenomena as the test progresses will significantly enhance the understanding and utilization of complex test articles. Utilization is increased by the ability to halt a test when the health monitoring algorithm response is not satisfactory or when an unexpected phenomenon occurs, enabling focused investigation potentially through the installation of additional sensors. Often if the test continues, structural changes make it impossible to reproduce the conditions that exhibited the phenomena. The prohibitive time and costs associated with fabrication, sensoring, and subsequent testing of additional test articles generally makes it impossible to further investigate the phenomena. A scalable architecture is described to address the complex computational demands of structural health monitoring algorithm development and laboratory experimental test monitoring. The researcher monitors the test using a photographic quality 3D graphical model with actual sensor locations identified. In addition, researchers can quickly activate plots displaying time or load versus selected sensor response along with the expected values and predefined limits. The architecture has several key features. First, distributed dissimilar computers may be seamlessly integrated into the information flow. Second, virtual sensors may be defined that are complex functions of existing sensors or other virtual sensors. Virtual sensors represent a calculated value not directly measured by particular physical instrument. They can be used, for example, to represent the maximum difference in a range of sensors or the calculated buckling load based on the current strains. Third, the architecture enables autonomous response to preconceived events, where by the system can be configured to suspend or abort a test if a failure is detected in the load introduction system. Fourth, the architecture is designed to allow cooperative monitoring and control of the test progression from multiple stations both remote and local to the test system. To illustrate the architecture, a preliminary implementation is described monitoring the Stitched Composite Wing recently tested at LaRC.

Doggett, William↗
NASA NTRS1992

Acquisition and use of Orlando, Florida and Continental Airbus radar flight test data

Westinghouse is developing a lookdown pulse Doppler radar for production as the sensor and processor of a forward looking hazardous windshear detection and avoidance system. A data collection prototype of that product was ready for flight testing in Orlando to encounter low level windshear in corroboration with the FAA-Terminal Doppler Weather Radar (TDWR). Airborne real-time processing and display of the hazard factor were demonstrated with TDWR facilitated intercepts and penetrations of over 80 microbursts in a three day period, including microbursts with hazard factors in excess of .16 (with 500 ft. PIREP altitude loss) and the hazard factor display at 6 n.mi. of a visually transparent ('dry') microburst with TDWR corroborated outflow reflectivities of +5 dBz. Range gated Doppler spectrum data was recorded for subsequent development and refinement of hazard factor detection and urban clutter rejection algorithms. Following Orlando, the data collection radar was supplemental type certified for in revenue service on a Continental Airlines Airbus in an automatic and non-interferring basis with its ARINC 708 radar to allow Westinghouse to confirm its understanding of commercial aircraft installation, interface realities, and urban airport clutter. A number of software upgrades, all of which were verified at the Receiver-Transmitter-Processor (RTP) hardware bench with Orlando microburst data to produce desired advanced warning hazard factor detection, included some preliminary loads with automatic (sliding window average hazard factor) detection and annunciation recording. The current (14-APR-92) configured software is free from false and/or nuisance alerts (CAUTIONS, WARNINGS, etc.) for all take-off and landing approaches, under 2500 ft. altitude to weight-on-wheels, into all encountered airports, including Newark (NJ), LAX, Denver, Houston, Cleveland, etc. Using the Orlando data collected on hazardous microbursts, Westinghouse has developed a lookdown pulse Doppler radar product with signal and data processing algorithms which detect realistic microburst hazards and has demonstrated those algorithms produce no false alerts (or nuisance alerts) in urban airport ground moving vehicle (GMTI) and/or clutter environments.

Eide, Michael C.↗
NASA NTRS2012

Creating a Realistic Weather Environment for Motion-Based Piloted Flight Simulation

A flight simulation environment is being enhanced to facilitate experiments that evaluate research prototypes of advanced onboard weather radar, hazard/integrity monitoring (HIM), and integrated alerting and notification (IAN) concepts in adverse weather conditions. The simulation environment uses weather data based on real weather events to support operational scenarios in a terminal area. A simulated atmospheric environment was realized by using numerical weather data sets. These were produced from the High-Resolution Rapid Refresh (HRRR) model hosted and run by the National Oceanic and Atmospheric Administration (NOAA). To align with the planned flight simulation experiment requirements, several HRRR data sets were acquired courtesy of NOAA. These data sets coincided with severe weather events at the Memphis International Airport (MEM) in Memphis, TN. In addition, representative flight tracks for approaches and departures at MEM were generated and used to develop and test simulations of (1) what onboard sensors such as the weather radar would observe; (2) what datalinks of weather information would provide; and (3) what atmospheric conditions the aircraft would experience (e.g. turbulence, winds, and icing). The simulation includes a weather radar display that provides weather and turbulence modes, derived from the modeled weather along the flight track. The radar capabilities and the pilots controls simulate current-generation commercial weather radar systems. Appropriate data-linked weather advisories (e.g., SIGMET) were derived from the HRRR weather models and provided to the pilot consistent with NextGen concepts of use for Aeronautical Information Service (AIS) and Meteorological (MET) data link products. The net result of this simulation development was the creation of an environment that supports investigations of new flight deck information systems, methods for incorporation of better weather information, and pilot interface and operational improvements for better aviation safety. This research is part of a larger effort at NASA to study the impact of the growing complexity of operations, information, and systems on crew decision-making and response effectiveness; and then to recommend methods for improving future designs.

Daniels, Taumi S.↗
NASA NTRS1989

Pilots' use of a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier operations. Volume 1: Methodology, summary and conclusions

Pilots' use of and responses to a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier line operations are described in Volume 1. TCAS 2 monitors the positions of nearby aircraft by means of transponder interrogation, and it commands a climb or descent when conflicting aircraft are projected to reach an unsafe closest point-of-approach within 20 to 25 seconds. A different level of information about the location of other air traffic was presented to each of three groups of flight crews during their execution of eight simulated air carrier flights. A fourth group of pilots flew the same segments without TCAS 2 equipment. Traffic conflicts were generated at intervals during the flights; many of the conflict aircraft were visible to the flight crews. The TCAS equipment successfully ameliorated the seriousness of all conflicts; three of four non-TCAS crews had hazardous encounters. Response times to TCAS maneuver commands did not differ as a function of the amount of information provided, nor did response accuracy. Differences in flight experience did not appear to contribute to the small performance differences observed. Pilots used the displays of conflicting traffic to maneuver to avoid unseen traffic before maneuver advisories were issued by the TCAS equipment. The results indicate: (1) that pilots utilize TCAS effectively within the response times allocated by the TCAS logic, and (2) that TCAS 2 is an effective collision avoidance device. Volume II contains the appendices referenced in Volume I, providing details of the experiment and the results, and the text of two reports written in support of the program.

Chappell, Sheryl L.↗
NASA NTRS1989

Pilots' use of a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier operations. Volume 2: Appendices

Pilots' use of and responses to a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier line operations are discribed in Volume 1. TCAS 2 monitors the positions of nearby aircraft by means of transponder interrogation, and it commands a climb or descent which conflicting aircraft are projected to reach an unsafe closest point-of-approach within 20 to 25 seconds. A different level of information about the location of other air traffic was presented to each of three groups of flight crews during their execution of eight simulated air carrier flights. A fourth group of pilots flew the same segments without TCAS 2 equipment. Traffic conflicts were generated at intervals during the flights; many of the conflict aircraft were visible to the flight crews. The TCAS equipment successfully ameliorated the seriousness of all conflicts; three of four non-TCAS crews had hazardous encounters. Response times to TCAS maneuver commands did not differ as a function of the amount of information provided, nor did response accuracy. Differences in flight experience did not appear to contribute to the small performance differences observed. Pilots used the displays of conflicting traffic to maneuver to avoid unseen traffic before maneuver advisories were issued by the TCAS equipment. The results indicate: (1) that pilots utilize TCAS effectively within the response times allocated by the TCAS logic, and (2) that TCAS 2 is an effective collision avoidance device. Volume 2 contains the appendices referenced in Volume 1, providing details of the experiment and the results, and the text of two reports written in support of the program.

Chappell, Sheryl L.↗
NASA NTRS2008

Problem Reporting System

The Problem Reporting System (PRS) is a Web application, running on two Web servers (load-balanced) and two database servers (RAID-5), which establishes a system for submission, editing, and sharing of reports to manage risk assessment of anomalies identified in NASA's flight projects. PRS consolidates diverse anomaly-reporting systems, maintains a rich database set, and incorporates a robust engine, which allows tracking of any hardware, software, or paper process by configuring an appropriate life cycle. Global and specific project administration and setup tools allow lifecycle tailoring, along with customizable controls for user, e-mail, notifications, and more. PRS is accessible via the World Wide Web for authorized user at most any location. Upon successful log-in, the user receives a customizable window, which displays time-critical 'To Do' items (anomalies requiring the user s input before the system moves the anomaly to the next phase of the lifecycle), anomalies originated by the user, anomalies the user has addressed, and custom queries that can be saved for future use. Access controls exist depending on a user's role as system administrator, project administrator, user, or developer, and then, further by association with user, project, subsystem, company, or item with provisions for business-to-business exclusions, limitations on access according to the covert or overt nature of a given project, all with multiple layers of filtration, as needed. Reporting of metrics is built in. There is a provision for proxy access (in which the user may choose to grant one or more other users to view screens and perform actions as though they were the user, during any part of a tracking life cycle - especially useful during tight build schedules and vacations to keep things moving). The system also provides users the ability to have an anomaly link to or notify other systems, including QA Inspection Reports, Safety, GIDEP (Government-Industry Data Exchange Program) Alert, Corrective Actions, and Lessons Learned. The PRS tracking engine was designed as a very extensible and scalable system, able to support additional applications, with future development possibilities already discussed, including Incident Surprise Anomalies (for anomalies occurring during Operations phases of NASA Flight projects), GIDEP and NASA Alerts, and others.

Potter, Don↗
NASA NTRS2016

Intern Abstract for Spring 2016

The Human Interface Branch - EV3 - is evaluating Organic lighting-emitting diodes (OLEDs) as an upgrade for current displays on future spacecraft. OLEDs have many advantages over current displays. Conventional displays require constant backlighting which draws a lot of power, but with OLEDs they generate light themselves. OLEDs are lighter, and weight is always a concern with space launches. OLEDs also grant greater viewing angles. OLEDs have been in the commercial market for almost ten years now. What is not known is how they will perform in a space-like environment; specifically deep space far away from the Earth's magnetosphere. In this environment, the OLEDs can be expected to experience vacuum and galactic radiation. The intern's responsibility has been to prepare the OLED for a battery of tests. Unfortunately, it will not be ready for testing at the end of the internship. That being said much progress has been made: a) Developed procedures to safely disassemble the tablet. b) Inventoried and identified critical electronic components. c) 3D printed a testing apparatus. d) Wrote software in Python that will test the OLED screen while being radiated. e) Built circuits to restart the tablet and the test pattern, and ensure it doesn't fall asleep during radiation testing. f) Built enclosure that will house all of the electronics Also, the intern has been working on a way to take messages from a simulated Caution and Warnings system, process said messages into packets, send audio packets to a multicast address that audio boxes are listening to, and output spoken audio. Currently, Cautions and Warnings use a tone to alert crew members of a situation, and then crew members have to read through their checklists to determine what the tone means. In urgent situations, EV3 wants to deliver concise and specific alerts to the crew to facilitate any mitigation efforts on their part. Significant progress was made on this project: a) Open channel with the simulated Caution and Warning system to acquire messages. b) Configure audio boxes. c) Grab pre-recorded audio files. d) Packetize the audio stream. A third project that was assigned to implement LED indicator modules for an Omnibus project. The Omnibus project is investigating better ways designing lighting for the interior of spacecraft-both spacecraft lighting and avionics box status lighting indication. The current scheme contains too much of the blue light spectrum that disrupts the sleep cycle. The LED indicator modules are to simulate the indicators running on a spacecraft. Lighting data will be gathered by human factors personal and use in a model underdevelopment to model spacecraft lighting. Significant progress was made on this project: Designed circuit layout a) Tested LEDs at LETF. b) Created GUI for the indicators. c) Created code for the Arduino to run that will illuminate the indicator modules.

Gibson, William↗
NASA NTRS2014

Spinoff 2013

Topics covered include: Innovative Software Tools Measure Behavioral Alertness; Miniaturized, Portable Sensors Monitor Metabolic Health; Patient Simulators Train Emergency Caregivers; Solar Refrigerators Store Life-Saving Vaccines; Monitors Enable Medication Management in Patients' Homes; Handheld Diagnostic Device Delivers Quick Medical Readings; Experiments Result in Safer, Spin-Resistant Aircraft; Interfaces Visualize Data for Airline Safety, Efficiency; Data Mining Tools Make Flights Safer, More Efficient; NASA Standards Inform Comfortable Car Seats; Heat Shield Paves the Way for Commercial Space; Air Systems Provide Life Support to Miners; Coatings Preserve Metal, Stone, Tile, and Concrete; Robots Spur Software That Lends a Hand; Cloud-Based Data Sharing Connects Emergency Managers; Catalytic Converters Maintain Air Quality in Mines; NASA-Enhanced Water Bottles Filter Water on the Go; Brainwave Monitoring Software Improves Distracted Minds; Thermal Materials Protect Priceless, Personal Keepsakes; Home Air Purifiers Eradicate Harmful Pathogens; Thermal Materials Drive Professional Apparel Line; Radiant Barriers Save Energy in Buildings; Open Source Initiative Powers Real-Time Data Streams; Shuttle Engine Designs Revolutionize Solar Power; Procedure-Authoring Tool Improves Safety on Oil Rigs; Satellite Data Aid Monitoring of Nation's Forests; Mars Technologies Spawn Durable Wind Turbines; Programs Visualize Earth and Space for Interactive Education; Processor Units Reduce Satellite Construction Costs; Software Accelerates Computing Time for Complex Math; Simulation Tools Prevent Signal Interference on Spacecraft; Software Simplifies the Sharing of Numerical Models; Virtual Machine Language Controls Remote Devices; Micro-Accelerometers Monitor Equipment Health; Reactors Save Energy, Costs for Hydrogen Production; Cameras Monitor Spacecraft Integrity to Prevent Failures; Testing Devices Garner Data on Insulation Performance; Smart Sensors Gather Information for Machine Diagnostics; Oxygen Sensors Monitor Bioreactors and Ensure Health and Safety; Vision Algorithms Catch Defects in Screen Displays; and Deformable Mirrors Capture Exoplanet Data, Reflect Lasers.

Source record↗
NASA NTRSDate not supplied

Clinical Decision Support - Concepts of Operation

We are entering a new era in space exploration to return to the moon and explore Mars. Crew members operating independently during long duration space exploration missions will require a clinical decision support system (CDSS) to increase autonomy by augmenting their knowledge, skills and abilities in different scenarios. Significant changes to in-flight and habitat medical care due to constraints on mass, volume, power, crew time and medical evacuation capabilities are needed to increase crew autonomy and self-reliance in decision making and task performance. The Exploration Medical Capability (ExMC) Element of the Human Research Program (HRP) pushes the boundary of space medical systems to advance the care of astronauts on future exploration missions beyond low Earth orbit by identifying and testing next-generation medical care and crew health maintenance technologies. Clinical decision support (CDS) presents knowledge and data in a context aware manner to augment a crew members’ knowledge, skills and abilities during the process of observation, orientation, decisions and action. A comprehensive crew health and performance CDSS is required to augment crew capability and will be used in different scenarios for several reasons. In general, the CDSS’s role is to assist the crew in prevention, detection, diagnosis and treatment of crew health and performance related conditions that may arise in exploration spaceflight. For example, CDSS would assist a high acuity scenario such as a heart attack by supplying clear instructions, vital signs and treatment reminders. A lower severity scenario such as kidney stone risk could interface to vehicle systems and display more complex predictive data during a diagnosis. A CDSS needs to contribute to successful missions by maintaining a high performing crew who can potentially exhibit countless medical conditions related to derangements from the space environment (sleep, cognition, nutrition and exercise) as well as conditions intrinsic to humans anywhere. While supporting the crew’s ability to make sound clinical decisions is desirable in any mission, it is essential for exploration missions with significant communication delays, no evacuation capability, and extended exposure to the flight environment. Such missions correspond with medical Level of Care V (LOC V), the highest level specified in NASA-STD-3001. The project focuses on CDS implementation research to derive requirements for LOC V, where the need for increased autonomy results in new practices and the inclusion of non-clinical data, such as vehicle environmental measures and physical exercise results, from other human and vehicle domains and advanced analytics. The CDS project describes how the CDSS is intended to be used by defining concepts of operations (ConOps). The process to derive ConOps focuses on increased autonomy that reduces the likelihood and consequences of accepted medical conditions. These crew health and performance inputs are grouped by common datasets and analysis models. Use cases are derived to research new clinical scenarios, architectural development and workflows. Implementation research is conducted with protypes to inform assumptions and derive requirements. The project also establishes how externally developed analysis and approaches can be added to expand a clinical decision support system and thus highlight how a comprehensive system can be globally developed with collaborators. This presentation will cover example scenarios from the CDS ConOps and the method to derive them. One example scenario will be CDSS alerting an increased kidney stone risk during a mission, with diagnosis and treatment options provided during the intervention.

clinical decision support↗