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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 271 records · Page 15
All sourcesNASA NTRSDOE OSTI
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 NTRS2018

Discovery of Activities via Statistical Clustering of Fixation Patterns

Human behavior often consists of a series of distinct activities, each characterized by a unique pattern of interaction with the visual environment. This is true even in a restricted domain, such as a piloting an aircraft, where activities with distinct visual signatures might be things like communicating, navigating, and monitoring. We propose a novel analysis method for gaze-tracking data, to perform blind discovery of these hypothetical activities. The method is in some respects similar to recurrence analysis, but here we compare not individual fixations, but groups of fixations aggregated over a fixed time interval. The duration of this interval is a parameter that we will refer to as delta. We assume that the environment has been divided into a set of N different areas-of-interest (AOIs). For a given interval of time of duration delta, we compute the proportion of time spent fixating each AOI, resulting in an N-dimensional vector. These proportions can be converted to integer counts by multiplying by delta divided by the average fixation duration (another parameter that we fix at 280 milliseconds). We compare different intervals by computing the chi-square statistic. The p-value associated with the statistic is the likelihood of observing the data under the hypothesis that the data in the two intervals were generated by a single process with a single set of probabilities governing the fixation of each AOI. The method has been applied to approximately 100 hours of eye movement data collected from pilots in a high-fidelity B747 flight simulator, and the results have been compared to synthetic data in which the each activity is represented as first-order Markov process with random probabilities assigned to the AOIs. Randomly-generated synthetic activities can require thousands of fixations to be discriminated with statistical significance, while the human data can be clustered using averaging windows of some 10's of seconds, suggesting that the actual activities are much more narrowly focused than random Markov models.

activity analysis↗
NASA NTRS1997

A Low Cost Simulation System to Demonstrate Pilot Induced Oscillation Phenomenon

A flight simulation system with graphics and software on Silicon Graphics computer workstations has been installed in the Flight Vehicle Design Laboratory at Tuskegee University. The system has F-15E flight simulation software from NASA Dryden which uses the graphics of SGI flight simulation demos. On the system, thus installed, a study of pilot induced oscillations is planned for future work. Preliminary research is conducted by obtaining two sets of straight level flights with pilot in the loop. In one set of flights no additional delay is used between the stick input and the appearance of airplane response on the computer monitor. In another set of flights, a 500 ms additional delay is used. The flight data is analyzed to find cross correlations between deflections of control surfaces and response of the airplane. The pilot dynamics features depicted from cross correlations of straight level flights are discussed in this report. The correlations presented here will serve as reference material for the corresponding correlations in a future study of pitch attitude tracking tasks involving pilot induced oscillations.

Ali, Syed Firasat↗
NASA NTRS1984

Observations of the Earth's magnetic field from the Space Station: Measurement at high and extremely low altitude using Space Station-controlled free-flyers

Simulation studies established that the main (core), crustal and electrojet components of the Earth's magnetic field can be observed with greater resolution or over a longer time-base than is presently possible by using the capabilities provided by the space station. Two systems are studied. The first, a large lifetime, magnetic monitor would observe the main field and its time variation. The second, a remotely-piloted, magnetic probe would observe the crustal field at low altitude and the electrojet field in situ. The system design and the scientific performance of these systems is assessed. The advantages of the space station are reviewed.

Webster, W., Jr.↗
NASA NTRS2002

Glass-Cockpit Pilot Subjective Ratings of Predictive Information, Collocation, and Mission Status Graphics: An Analysis and Summary of the Future Focus of Flight Deck Research Survey

NASA Langley Research Center has been researching ways to improve flight crew decision aiding for systems management. Our current investigation is how to display a wide variety of aircraft parameters in ways that will improve the flight crew's situation awareness. To accomplish this, new means are being explored that will monitor the overall health of a flight and report the current status of the aircraft and forecast impending problems to the pilots. The initial step in this research was to conduct a survey addressing how current glass-cockpit commercial pilots would value a prediction of the status of critical aircraft systems. We also addressed how this new type of data ought to be conveyed and utilized. Therefore, two other items associated with predictive information were also included in the survey. The first addressed the need for system status, alerts and procedures, and system controls to be more logically grouped together, or collocated, on the flight deck. The second idea called for the survey respondents opinions on the functionality of mission status graphics; a display methodology that groups a variety of parameters onto a single display that can instantaneously convey a complete overview of both an aircraft's system and mission health.

Bartolone, Anthony↗
NASA NTRS2000

Fiber-Optic Imaging Probe Developed for Space Used to Detect Diabetes Through the Eye

Approximately 16 million Americans have diabetes mellitus, which can severely impair eyesight by causing cataracts, diabetic retinopathy, and glaucoma. Cataracts are 1.6 times more common in people with diabetes than in those without diabetes, and cataract extraction is the only surgical treatment. In many cases, diabetes-related ocular pathologies go undiagnosed until visual function is compromised. This ongoing pilot project seeks to study the progression of diabetes in a unique animal model by monitoring changes in the lens with a safe, sensitive, dynamic light-scattering probe. Dynamic light scattering (DLS), has the potential to diagnose cataracts at the molecular level. Recently, a new DLS fiber-optic probe was developed at the NASA Glenn Research Center at Lewis Field for noncontact, accurate, and extremely sensitive particle-sizing measurements in fluid dispersions and suspensions (ref. 1). This compact, portable, and rugged probe is free of optical alignment, offers point-and-shoot operation for various online field applications and challenging environments, and yet is extremely flexible in regards to sample container sizes, materials, and shapes. No external vibration isolation and no index matching are required. It can measure particles as small as 1 nm and as large as few micrometers in a wide concentration range from very dilute (waterlike) dispersions to very turbid (milklike) suspensions. It is safe and fast to use, since it only requires very low laser power (10 nW to 3 mW) with very short data acquisition times (2 to 10 sec).

Ansari, Rafat R.↗
NASA NTRS2007

Displacement Theories for In-Flight Deformed Shape Predictions of Aerospace Structures

Displacement theories are developed for a variety of structures with the goal of providing real-time shape predictions for aerospace vehicles during flight. These theories are initially developed for a cantilever beam to predict the deformed shapes of the Helios flying wing. The main structural configuration of the Helios wing is a cantilever wing tubular spar subjected to bending, torsion, and combined bending and torsion loading. The displacement equations that are formulated are expressed in terms of strains measured at multiple sensing stations equally spaced on the surface of the wing spar. Displacement theories for other structures, such as tapered cantilever beams, two-point supported beams, wing boxes, and plates also are developed. The accuracy of the displacement theories is successfully validated by finite-element analysis and classical beam theory using input-strains generated by finite-element analysis. The displacement equations and associated strain-sensing system (such as fiber optic sensors) create a powerful means for in-flight deformation monitoring of aerospace structures. This method serves multiple purposes for structural shape sensing, loads monitoring, and structural health monitoring. Ultimately, the calculated displacement data can be visually displayed to the ground-based pilot or used as input to the control system to actively control the shape of structures during flight.

Ko, William L.↗
NASA NTRS2019

Discovery of Activities via Statistical Clustering of Fixation Patterns

Human behavior often consists of a series of distinct activities, each characterized by a unique signature of visual behavior. This is true even in a restricted domain, such as piloting an aircraft, where patterns of visual signatures might represent activities like communicating, navigating, and monitoring. We propose a novel analysis method for gaze-tracking data, to perform blind discovery of these activities based on their behavioral signatures. The method is in some respects similar to recurrence analysis, but here we compare not individual fixations, but groups of fixations aggregated over a fixed time interval. The duration of this interval is a parameter that we will refer to as τ. We assume that the environment has been divided into a set of N different areas-of-interest (AOIs). For a given interval of time of duration τ, we compute the proportion of time spent fixating each AOI, resulting in an N-dimensional vector. These proportions can be converted to counts by multiplying by τ divided by the average fixation duration (another parameter that we fix at 280 milliseconds). We compare different intervals by computing the chi-square statistic. The p-value associated with the statistic is the likelihood of observing the data under the hypothesis that the data in the two intervals were generated by a single process with a single set of probabilities governing the fixation of each AOI. We have investigated the method using a set of 10 synthetic "activities," that sample 4 AOIs. Four of these activities visit 3 of the 4 AOIs, with equal probability; as there are four different ways to leave-one- out, there are four such activities. Similarly, there are six different activities that leave-two-out. Sequences of simulated behavior were generated by running each activity for 40 seconds, in sequence, for a total of 6.7 minutes. The figure to the right shows the matrix of chi-square statistics, using a value of 2.8 seconds for τ, corresponding to 10 fixations. Low values (dark) indicate poor evidence for activity differences, while high values (bright) indicate strong evidence. The dark squares along the main diagonal each correspond to the forty second intervals in which the activity was held constant; the 4x4 block at the lower left corresponds to the four leave-one-out activities, while the 6x6 block in the upper right corresponds to the leave-two-out activities. (The anti-diagonal pattern of white squares indicates those activity pairs that share no AOIs.) The chi-square values can be binarized by choosing a particular significance level; we are interested in grouping bins that represent the same activity, effectively accepting the null hypothesis. Therefore, we may adopt a relatively lax criterion; for example, choosing a p-value of 0.2 means that two behaviors that have only a 1-in-5 chance of being produced by a single activity might nevertheless be clustered together. We have explored several methods to perform clustering on the data and solving for the activity probabilities. Greedy methods begin by selecting the time bin that is similar to the most (or least) other bins, and then forming a cluster from it and all other non-discriminable bins. These methods show mediocre performance, as they do not take into account temporal contiguity. Preliminary results indicate that methods that "grow" clusters in time from seed points perform better.

activity analysis↗
NASA NTRS1974

The effects of bed rest on crew performance during simulated shuttle reentry. Volume 1: Study overview and physiological results

A centrifuge study was carried out to measure physiological stress and control task performance during simulated space shuttle orbiter reentry. Jet pilots were tested with, and without, anti-g-suit protection. The pilots were exposed to simulated space shuttle reentry acceleration profiles before, and after, ten days of complete bed rest, which produced physiological deconditioning similar to that resulting from prolonged exposure to orbital zero g. Pilot performance in selected control tasks was determined during simulated reentry, and before and after each simulation. Physiological stress during reentry was determined by monitoring heart rate, blood pressure, and respiration rate. Study results indicate: (1) heart rate increased during the simulated reentry when no g protection was given, and remained at or below pre-bed rest values when g-suits were used; (2) pilots preferred the use of g-suits to muscular contraction for control of vision tunneling and grayout during reentry; (3) prolonged bed rest did not alter blood pressure or respiration rate during reentry, but the peak reentry acceleration level did; and (4) pilot performance was not affected by prolonged bed rest or simulated reentry.

Chambers, A.↗
NASA NTRS1962

EFFECTS OF HIGH G CONDITIONS ON PILOT PERFORMANCE

The general development trend in space vehicle design suggests the desirability of maximally using the occupant to both control capsule attitude and to monitor vehicle systems during the boost (and reentry) acceleration phases, as well as during orbital flight. Consequently, much more information is needed concerning man's ability to perform certain control functions under conditions in which he is exposed to accelerations which approach not only his physiological tolerance limits, but also his performance tolerance limits. In addition to the need for more data concerning the acceleration stress that man can endure and still retain the ability to perform control functions, there is a need to know specifically the nature of performance errors which can arise, not only as the direct result of acceleration, but also as secondary effects of acceleration inter acting with other conditions such as the type of control task, the type of control device, the damping and stability parameters, and the pilot's physiological endurance8 . Current concern over the performance capabilities of the human pilot immersed in certain acceleration environments is well founded since there are very few experimental reports describing the effects of these conditions on performance. The present paper attempts to summarize some of the results of recent studies conducted at the Aviation Medical Acceleration Laboratory (AMAL) in which specific pilot performance capabilities were studied under several conditions of acceleration stress.

Gravity↗
NASA NTRS2009

Monitoring Disasters by Use of Instrumented Robotic Aircraft

Efforts are under way to develop data-acquisition, data-processing, and data-communication systems for monitoring disasters over large geographic areas by use of uninhabited aerial systems (UAS) robotic aircraft that are typically piloted by remote control. As integral parts of advanced, comprehensive disaster- management programs, these systems would provide (1) real-time data that would be used to coordinate responses to current disasters and (2) recorded data that would be used to model disasters for the purpose of mitigating the effects of future disasters and planning responses to them. The basic idea is to equip UAS with sensors (e.g., conventional video cameras and/or multispectral imaging instruments) and to fly them over disaster areas, where they could transmit data by radio to command centers. Transmission could occur along direct line-of-sight paths and/or along over-the-horizon paths by relay via spacecraft in orbit around the Earth. The initial focus is on demonstrating systems for monitoring wildfires; other disasters to which these developments are expected to be applicable include floods, hurricanes, tornadoes, earthquakes, volcanic eruptions, leaks of toxic chemicals, and military attacks. The figure depicts a typical system for monitoring a wildfire. In this case, instruments aboard a UAS would generate calibrated thermal-infrared digital image data of terrain affected by a wildfire. The data would be sent by radio via satellite to a data-archive server and image-processing computers. In the image-processing computers, the data would be rapidly geo-rectified for processing by one or more of a large variety of geographic-information- system (GIS) and/or image-analysis software packages. After processing by this software, the data would be both stored in the archive and distributed through standard Internet connections to a disaster-mitigation center, an investigator, and/or command center at the scene of the fire. Ground assets (in this case, firefighters and/or firefighting equipment) would also be monitored in real time by use of Global Positioning System (GPS) units and radio communication links between the assets and the UAS. In this scenario, the UAS would serve as a data-relay station in the sky, sending packets of information concerning the locations of assets to the image-processing computer, wherein this information would be incorporated into the geo-rectified images and maps. Hence, the images and maps would enable command-center personnel to monitor locations of assets in real time and in relation to locations affected by the disaster. Optionally, in case of a disaster that disrupted communications, the UAS could be used as an airborne communication relay station to partly restore communications to the affected area. A prototype of a system of this type was demonstrated in a project denoted the First Response Experiment (Project FiRE). In this project, a controlled outdoor fire was observed by use of a thermal multispectral scanning imager on a UAS that delivered image data to a ground station via a satellite uplink/ downlink telemetry system. At the ground station, the image data were geo-rectified in nearly real time for distribution via the Internet to firefighting managers. Project FiRE was deemed a success in demonstrating several advances essential to the eventual success of the continuing development effort.

Wegener, Steven S.↗
NASA NTRS2004

Autonomous Propulsion System Technology Being Developed to Optimize Engine Performance Throughout the Lifecycle

The goal of the Autonomous Propulsion System Technology (APST) project is to reduce pilot workload under both normal and anomalous conditions. Ongoing work under APST develops and leverages technologies that provide autonomous engine monitoring, diagnosing, and controller adaptation functions, resulting in an integrated suite of algorithms that maintain the propulsion system's performance and safety throughout its life. Engine-to-engine performance variation occurs among new engines because of manufacturing tolerances and assembly practices. As an engine wears, the performance changes as operability limits are reached. In addition to these normal phenomena, other unanticipated events such as sensor failures, bird ingestion, or component faults may occur, affecting pilot workload as well as compromising safety. APST will adapt the controller as necessary to achieve optimal performance for a normal aging engine, and the safety net of APST algorithms will examine and interpret data from a variety of onboard sources to detect, isolate, and if possible, accommodate faults. Situations that cannot be accommodated within the faulted engine itself will be referred to a higher level vehicle management system. This system will have the authority to redistribute the faulted engine's functionality among other engines, or to replan the mission based on this new engine health information. Work is currently underway in the areas of adaptive control to compensate for engine degradation due to aging, data fusion for diagnostics and prognostics of specific sensor and component faults, and foreign object ingestion detection. In addition, a framework is being defined for integrating all the components of APST into a unified system. A multivariable, adaptive, multimode control algorithm has been developed that accommodates degradation-induced thrust disturbances during throttle transients. The baseline controller of the engine model currently being investigated has multiple control modes that are selected according to some performance or operational criteria. As the engine degrades, parameters shift from their nominal values. Thus, when a new control mode is swapped in, a variable that is being brought under control might have an excessive initial error. The new adaptive algorithm adjusts the controller gains on the basis of the level of degradation to minimize the disruptive influence of the large error on other variables and to recover the desired thrust response.

Litt, Jonathan S.↗
NASA NTRS1984

Perceived threat and avoidance maneuvers in response to cockpit traffic displays

Airline pilots rated their perception of the danger of an air-to-air collision based on cockpit displays of traffic information while they monitored simulated departures. They selected avoidance maneuvers when necessary for separation. Most evasive maneuvers were turns rather than vertical maneuvers. Evasive maneuvers chosen for encounters with lowor moderate-collision danger were generally toward the intruding aircraft. This tendency lessened as the perceived threat level increased. In the highest threat situations, pilots turned toward the intruder only at chance levels. Intruders coming from positions in front of the pilot's ship were more frequently avoided by turns toward than when intruders approached laterally or from behind. Some of the implications of the pilot's turning-toward tendencies are discussed with respect to automatic collision avoidance systems and coordination of avoidance maneuvers of conflicting aircraft.

Smith, J. D.↗
NASA NTRS1990

Human factors of the high technology cockpit

The rapid advance of cockpit automation in the last decade has outstripped the ability of the human factors profession to understand the changes in human functions required. High technology cockpits require less physical (observable) workload, but are highly demanding of cognitive functions such as planning, alternative selection, and monitoring. Furthermore, automation creates opportunity for new and more serious forms of human error, and many pilots are concerned about the possibility of complacency affecting their performance. On the positive side, the equipment works as advertized with high reliability, offering highly efficient, computer-based flight. These findings from the cockpit studies probably apply equally to other industries, such as nuclear power production, other modes of transportation, medicine, and manufacturing, all of which traditionally have looked to aviation for technological leadership. The challenge to the human factors profession is to aid designers, operators, and training departments in exploiting the positive side of automation, while seeking solutions to the negative side. Viewgraphs are given.

Wiener, Earl L.↗
NASA NTRS2014

Inflight and Preflight Detection of Pitot Tube Anomalies

The health and integrity of aircraft sensors play a critical role in aviation safety. Inaccurate or false readings from these sensors can lead to improper decision making, resulting in serious and sometimes fatal consequences. This project demonstrated the feasibility of using advanced data analysis techniques to identify anomalies in Pitot tubes resulting from blockage such as icing, moisture, or foreign objects. The core technology used in this project is referred to as noise analysis because it relates sensors' response time to the dynamic component (noise) found in the signal of these same sensors. This analysis technique has used existing electrical signals of Pitot tube sensors that result from measured processes during inflight conditions and/or induced signals in preflight conditions to detect anomalies in the sensor readings. Analysis and Measurement Services Corporation (AMS Corp.) has routinely used this technology to determine the health of pressure transmitters in nuclear power plants. The application of this technology for the detection of aircraft anomalies is innovative. Instead of determining the health of process monitoring at a steady-state condition, this technology will be used to quickly inform the pilot when an air-speed indication becomes faulty under any flight condition as well as during preflight preparation.

Mitchell, Darrell W.↗
NASA NTRSDate not supplied

Exploring the Integration of Earth Observations to Support Community Management of a Protected Area in Guatemala

Central America faces increasing challenges of deforestation and habitat fragmentation with complex drivers. Protected areas are one response to these challenges, forming a continuous forest stand subject to national conservation systems and laws. As part of a novel shared-management model, both the community of Santa María Tzejá and the Protected Areas Council of Guatemala (CONAP in Spanish) co-manage Cerro Cantil, a protected area in the Ixcán department of northwestern Guatemala covering approximately 314 ha. The SERVIR program, a joint initiative between NASA and USAID, in partnership with leaders from Santa María Tzejá, began a pilot project to explore how the integration of satellite remote sensing can support forest and biodiversity monitoring and contribute to the community’s reporting requirements. To assess Cerro Cantil’s potential role to protect endemic species between three larger protected areas, we model least cost corridors between Cerro Cantil and Laguna Lachuá, Visi Cabá, and Montes Azules for Alouatta pigra (Black Howler Monkey). Additionally, we evaluate the potential contribution of a forestry-conservation incentives program (PROBOSQUE) to stem fragmentation and support biodiversity by assessing the forest area overlapping both the modeled corridors and plots belonging to families enrolled in PROBOSQUE. Results contribute to community understanding of the value of Cerro Cantil to protect local biodiversity as well as the interaction of a forestry incentive program and protected area designation.

Biodiversity↗
NASA NTRS1993

Evaluation of advanced displays for engine monitoring and control

The relative effectiveness of two advanced display concepts for monitoring engine performance for commercial transport aircraft was studied. The concepts were the Engine Monitoring and Control System (EMACS) display developed by NASA Langley and a display by exception design. Both of these concepts were based on the philosophy of providing information that is directly related to the pilot's task. Both concepts used a normalized thrust display. In addition, EMACS used column deviation indicators; i.e., the difference between the actual parameter value and the value predicted by an engine model, for engine health monitoring; while the Display by Exception displayed the engine parameters if the automated system detected a difference between the actual and the predicted values. The results showed that the advanced display concepts had shorter detection and response times. There were no differences in any of the results between manual and auto throttles. There were no effects upon perceived workload or performance on the primary flight task. The majority of pilots preferred the advanced displays and thought they were operationally acceptable. Certification of these concepts depends on the validation of the engine model. Recommendations are made to improve both the EMACS and the display by exception display formats.

Summers, L. G.↗
NASA NTRS1991

Training and cockpit design to promote expert performance

The behavior of expert pilots in familiar situations is explored and the implications for better training programs and cockpit designs are stated. Experts in familiar operational situations performing highly practiced tasks are said to recognize and respond to complex situations using pattern recognition or intuition. For some tasks this class of behaviors is desirable; performance can be improved by reducing cognitive load and increasing speed and accuracy. Part-task training, training for monitoring and techniques for the transfer of knowledge can facilitate the development of these skills. Methods for promoting pattern recognition through pilot-aircraft interface design include the use of spatial presentations of information and providing triggering events. In some instances, the familiar, well-practiced behavior is not appropriate and it is desirable to prevent the response. When prevention is necessary, barriers can be constructed in the interface to remind the pilot of the inappropriateness of the response.

Chappell, Sheryl L.↗