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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 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
NASA NTRS2005

Return to Flight: Crew Activities Resource Reel 1 of 2

The crew of the STS-114 Discovery Mission is seen in various aspects of training for space flight. The crew activities include: 1) STS-114 Return to Flight Crew Photo Session; 2) Tile Repair Training on Precision Air Bearing Floor; 3) SAFER Tile Inspection Training in Virtual Reality Laboratory; 4) Guidance and Navigation Simulator Tile Survey Training; 5) Crew Inspects Orbital Boom and Sensor System (OBSS); 6) Bailout Training-Crew Compartment; 7) Emergency Egress Training-Crew Compartment Trainer (CCT); 8) Water Survival Training-Neutral Buoyancy Lab (NBL); 9) Ascent Training-Shuttle Motion Simulator; 10) External Tank Photo Training-Full Fuselage Trainer; 11) Rendezvous and Docking Training-Shuttle Engineering Simulator (SES) Dome; 12) Shuttle Robot Arm Training-SES Dome; 13) EVA Training Virtual Reality Lab; 14) EVA Training Neutral Buoyancy Lab; 15) EVA-2 Training-NBL; 16) EVA Tool Training-Partial Gravity Simulator; 17) Cure in Place Ablator Applicator (CIPAA) Training Glove Vacuum Chamber; 16) Crew Visit to Merritt Island Launch Area (MILA); 17) Crew Inspection-Space Shuttle Discovery; and 18) Crew Inspection-External Tank and Orbital Boom and Sensor System (OBSS). The crew are then seen answering questions from the media at the Space Shuttle Landing Facility.

Source record↗
NASA NTRSDate not supplied

Enhancements, Verification, and VMS Integration of VTOL Concept Vehicle Simulation Models

Advanced Rotorcraft Technology (ART) and the NASA Ames Aeromechanics branch have jointly developed FLIGHTLAB simulation models for Advanced Air Mobility (AAM) VTOL concept vehicles. The overarching purpose of the simulation model development is to establish a set of well defined reference vehicles for FLIGHTLAB users and the rotorcraft community. The ongoing research effort and enhancement of these AAM simulation models to fulfill the role of quality reference vehicles is this paper’s focus. The content of this paper expands on the established characteristics of these AAM models in three primary areas. First, enhancement of the lift+cruise and tiltwing models with elastic airframe properties is discussed. The process of setting up the elastic airframe model in FLIGHTLAB, as well as the impacts on flight characteristics are explained. The introduction of the elastic airframe modeling allows these models to be used in flight dynamics, loads, and vibration analysis of the configuration designs. Next, linear model generation from the enhanced simulation model is covered. Confirming the validity of the linearized models is of importance, as these linear models are utilized for flight control design and tuning for these experimental configurations. For the final focus, the progress towards implementation of these models into the NASA Ames Vertical Motion Simulator (VMS) is described. This task seeks to demonstrate the procedures of integrating a FLIGHTLAB flight simulation in the VMS environment, test fully integrated simulation with communication between flight dynamics, control, and propulsion models, and explore the essential aspects of simulation model integration in a full flight simulator environment. This includes I/O definition, initialization, trim, flying, etc. By expanding the capabilities of the AAM simulation models, they continue to develop as valuable and approachable modeling references.

VMS↗
NASA NTRS1987

Simulation evaluation of the control system command monitoring concept for the NASA V/STOL research aircraft (VSRA)

A control-system monitoring concept is described that has the potential of rapidly detecting computer command failures (hardware or software) in fly-by-wire control systems. The concept has been successfully tested on the NASA Vertical/Short Takeoff and Landing Research Aircraft (VSRA) in the Ames Research Center's Vertical Motion Simulator. The test was particularly stringent, since the VSRA is required to operate in a hazardous environment. The fidelity of the aircraft model used in the simulation was verified by flying both the simulated and actual aircraft in a precision hover task using specially designed targets.

Schroeder, J. A.↗
NASA NTRS1992

Simulation and flight test evaluation of head-up-display guidance for Harrier approach transitions

Position and speed guidance displays for STOVL aircraft curved, decelerating approaches to hover and vertical landing have been evaluated for their effectiveness in reducing pilot workload and improving performance. The NASA V/STOL Systems Research Aircraft, a modified YAV-8B Harrier prototype, was used to evaluate the displays in flight, while the NASA Ames Vertical Motion Simulator was used to extend the flight test results to instrument meteorological conditions (IMC) and to examine performance in various conditions of wind and turbulence. The simulation data showed close correlation with the flight test data, and both demonstrated the feasibility of the displays. With the exception of the hover task in zero visibility, which was Level-3, averaged Cooper-Harper handling qualities ratings given during simulation were Level-2 for both the approach task and the hover task in all conditions. During flight tests in calm and clear conditions, the displays also gave rise to Level-2 handling qualities ratings. Pilot opinion showed that the guidance displays would be useful in visual flight, especially at night, as well as in IMC.

Dorr, D. W.↗
NASA NTRS1994

Simulation and flight test evaluation of head-up-display guidance for harrier approach transitions

Position and speed guidance displays for STOVL aircraft curved, decelerating approaches to hover and vertical landing have been evaluated for their effectiveness in reducing pilot workload and improving performance. The NASA V/STOL Systems Research Aircraft, a modified YAV-8B Harrier prototype, was used to evaluate the displays in flight, whereas the NASA Ames Vertical Motion Simulator was used to extend the flight test results to instrument meteorological conditions (IMC) and to examine performance in various conditions of wind and turbulence. The simulation data showed close correlation with the flight test data, and both demonstrated the feasibility of the displays. With the exception of the hover task in zero visibility, which was level-3, averaged Copper-Harper handling qualities ratings given during simulation were level-2 for both the approach task and the hover task in all conditions. During flight tests in calm and clear conditions, the displays also gave rise to level-2 handling qualities ratings. Pilot opinion showed that the guidance displays would be useful in visual flight, especially at night, as well as in IMC.

HARRIER APPROACH↗
NASA NTRS1995

Simulator Investigation of Pilot Aids for Helicopter Terminal Area Operations with One Engine Inoperative

Two recent piloted simulation experiments have investigated advanced display concepts applied to civil transport helicopter terminal area operations. Civil Category A helicopter operations apply to multi-engine helicopters wherein a safe recovery (land or fly out) is required in the event of a single engine failure. The investigation used the NASA Ames Research Center Vertical Motion Simulator, which has a full six degrees of freedom, to simulate the flight task as closely as possible. The goal of these experiments was to use advanced cockpit displays to improve flight safety and enhance the mission performance of Category A terminal area operations in confined areas. The first experiment investigated the use of military display formats to assist civil rotorcraft in performing a Category A takeoff in confined terminal areas. Specifically, it addressed how well a difficult hovering backup path could be followed using conventional instruments in comparison to panel mounted integrated displays. The hovering backup takeoff, which enables pilots to land back to the confined area pad in the event of an engine failure, was chosen since it is a difficult task to perform. Seven NASA and Army test pilots participated in the experiment. Evaluations, based on task performance and pilot workload, showed that an integrated display enabled the pilot to consistently achieve adequate or desired performance with reasonable pilot workload. Use of conventional instruments, however, frequently resulted in unacceptable performance (poor flight path tracking), higher pilot workload, and poor situational awareness. Although OEI landbacks were considered a visual task, the improved performance on the backup portion, in conjunction with increased situational awareness resulting from use of integrated displays, enabled the pilots to handle an engine failure and land back safely. In contrast, use of conventional instruments frequently led to excessive rates of sink at touchdown. A second simulation (in progress - July - August) is being conducted to investigate the use of advanced displays to perform vertical and short takeoffs and landings. One Engine Inoperative trajectories, which were optimized based on safety of flight restrictions, are utilized. Based on comments from the first experiment and further analytic development, appropriate fly out and approach guidance was added. Displays include conventional instruments with raw data, and the following integrated displays: multi-view and side-view hover displays based on the Apache Pilot Night Vision System, and variations of the pathway-in-the-sky displays with a flight-path-vector, a leader and flight director modifications. Panel mounted and head-up displays are being evaluated. Engine modifications have been incorporated to simulate 30 second and 2 minute contingency power ratings. Evaluations are based on task performance and pilot workload. NASA, Army, FAA, and industry test pilots participated. Details concerning the design, conduct, and the results of the experiment will be reported in the proposed paper.

Iseler, Laura↗
NASA NTRS1991

Simulation evaluation of a low-altitude helicopter flight guidance system adapted for a helmet-mounted display

A computer aiding concept for low-altitude helicopter flight has been developed and evaluated in a real-time piloted simulation. The concept included an optimal control trajectory-generation algorithm based upon dynamic programming, and a helmet-mounted display (HMD) presentation of a pathway-in-the-sky, a phantom aircraft, and flight-path vector/predictor guidance symbology. The pilot evaluation was conducted at the NASA-Ames Research Center moving base vertical motion simulator (VMS) by pilots representing NASA, the US Army, Air Force, and helicopter industry. The pilot manually tracked the trajectory generated by the algorithm utilizing the HMD symbology. The pilots were able to satisfactorily perform the tracking tasks while maintaining a high degree of awareness of the outside world.

Swenson, Harry N.↗
NASA NTRS2004

New Predictive Filters for Compensating the Transport Delay on a Flight Simulator

The problems of transport delay in a flight simulator, such as its sources and effects, are reviewed. Then their effects on a pilot-in-the-loop control system are investigated with simulations. Three current prominent delay compensators the lead/lag filter, McFarland filter, and the Sobiski/Cardullo filter were analyzed and compared. This paper introduces two novel delay compensation techniques an adaptive predictor using the Kalman estimator and a state space predictive filter using a reference aerodynamic model. Applications of these two new compensators on recorded data from the NASA Langley Research Center Visual Motion Simulator show that they achieve better compensation over the current ones.

Guo, Liwen↗
NASA NTRS1984

Ground-simulation investigation of VTOL instrument flight rules airworthiness criteria

A two-part ground-simulation investigation of VTOL terminal-area operations, conducted as part of a joint NASA/FAA program to develop airworthiness criteria for this class of vehicle, is described. The baseline vehicle selected for the simulations was a generalized version of the XV-15 tilt-rotor mathematical model, which was modified to permit generic variations in forces or moments or both with power or configuration changes. Additionally, changes to wing area and rotor-blade chord were considered as a means of modifying the allowable thrust-angle versus speed relationships (the conversion corridor). The Vertical Motion Simulator at Ames Research Center was used in the experiment. Four engineering test pilots conducted over 200 piloted evaluations examining the influence of the experimental variables on their ability to perform terminal-area operations.

Lebacqz, J. V.↗
NASA NTRS2002

Contact Analog/Compressed Symbology Heading Tape Assessment

A simulation assessed the performance, handling qualities and workload associated with a contact-analog, world-referenced heading tape as implemented on the Comanche Helmet Integrated Display Sight System (HIDSS) when compared with a screen-fixed, compressed heading tape. Six pilots, four active duty Army Aviators and two civilians flew three ADS-33 maneuvers and a traffic pattern in the Ames Vertical Motion Simulation facility. Small, but statistically significant advantages were found for the compressed symbology for handling qualities, workload, and some of the performance measures. It should be noted however that the level of performance and handling qualities for both symbology sets fell within the acceptable tolerance levels. Both symbology sets yield satisfactory handling qualities and performance in velocity stabilization mode and adequate handling qualities in the automatic flight control mode. Pilot comments about the contact analog symbology highlighted the lack of useful rate of change information in the heading tape and "blurring" due to the rapid movement of the heading tape. These issues warrant further study. Care must be taken in interpreting the operational significance of these results. The symbology sets yielded categorically similar data, i.e., acceptable handling qualities and adequate performance, so while the results point to the need for further study, their operational significance has yet to be determined.

Shively, R. Jay↗
NASA NTRS1988

In-flight simulation investigation of rotorcraft pitch-roll cross coupling

An in-flight simulation experiment investigating the handling qualities effects of the pitch-roll cross-coupling characteristic of single-main-rotor helicopters is described. The experiment was conducted using the NASA/Army CH-47B variable stability helicopter with an explicit-model-following control system. The research is an extension of an earlier ground-based investigation conducted on the NASA Ames Research Center's Vertical Motion Simulator. The model developed for the experiment is for an unaugmented helicopter with cross-coupling implemented using physical rotor parameters. The details of converting the model from the simulation to use in flight are described. A frequency-domain comparison of the model and actual aircraft responses showing the fidelity of the in-flight simulation is described. The evaluation task was representative of nap-of-the-Earth maneuvering flight. The results indicate that task demands are important in determining allowable levels of coupling. In addition, on-axis damping characteristics influence the frequency-dependent characteristics of coupling and affect the handling qualities. Pilot technique, in terms of learned control crossfeeds, can improve performance and lower workload for particular types of coupling. The results obtained in flight corroborated the simulation results.

Watson, Douglas C.↗
NASA NTRS2006

Comanche Helmet-Mounted Display Symbology Simulation

The Aeroflightdynamics Directorate (AMRDEC) conducted a simulation to examine the performance of the Comanche Contact Analog world-referenced symbology displayed on the Comanche HIDSS when compared with a compressed symbology design similar to that specified by the former MIL-STD 1295. Six experimental test pilots flew one modified ADS-33 maneuver (hover turn, bob-up), an unusual attitude recovery, and two terrain flight tactical tasks in the NASA Vertical Motion Simulator (VMS). Analysis of the pilot objective performance data and subjective data showed the following results. Objective test results showed that 1295 symbology yielded more rapid maneuvering in the hover turn bob-up than Contact Analog symbology. The average margin of difference in the time to complete the maneuver was approximately two seconds, which was statistically significant. There were no significant differences measured between symbology sets with respect to altitude or position performance measures for all other maneuvers. The NOE target ID task data showed improved accuracy in determining heading to target when using Contact Analog over MIL-STD-1295. Subjective test results, including handling qualities ratings (HQRs) and NASA-TLX workload ratings, showed small but consistent advantages of 1295 symbology over Contact Analog for most parameters. For the bob-up maneuver, 1295 symbology handling qualities were rated Desired for lateral position error and time to complete whereas Contact Analog was rated adequate. The average HQRs for all other maneuvers were rated the same for both symbology sets. Pilot comments and the results of an online questionnaire more strongly favored 1295 over Contact Analog. Repeated comments from all six pilots led to a focus on design issues with six Contact Analog symbols. Those symbols were the heading tape, horizon line, radar altitude six-second predictor, the position of the torque symbol, the absence of a hover position cue, and the widespread positioning of the symbology to the outer edges of the display field-of-view. Pilots rated the present design of three of the six symbols as having safety-of-flight implications. Those symbols were the heading tape, horizon line, and six-second predictor. To summarize, test results showed no objective data that would warrant restricting experimental test pilots from flying constrained tasks. Small but consistent advantages were recorded for the MILSTD-1295 symbology design when executing ADS-33 constrained tasks. No general performance differences were recorded for the operational maneuvers (NOE, contour flight modes) except for the azimuth-to-target task, which favored the Contact Analog heading tape design. There were consistent and strong pilot comments supporting the MIL-STD-1295 design over Contact Analog in both this current simulation and in Comanche Sim I. Three Contact Analog symbols warrant modification and further evaluation to mitigate safety-of-flight implications noted by participating test pilots. A plan for symbology redesign and testing was developed. However, the Comanche program was cancelled by Department of Army in February 2004.

Turpin, Terry S.↗
NASA NTRS2020

Flight Simulation Scenarios for Commercial Pilot Training and Crew State Monitoring

NASA Langley researchers addressed the Commercial Aviation Safety Team Safety Enhancement 211 through a series of studies to address "Attention-related Human Performance Limiting States" which include channelized attention, diverted attention, startle/surprise, and confirmation bias. The present report focuses on the development of improved training scenarios for operationally realistic Line-Oriented Flight Training scenarios. Areas addressed in the report include: (1) Highlights of events in the LOFT scenario used; (2) Interesting findings with implications for simulator motion; (3) Eye-tracking heat maps in proximity to failure events; (4) Researcher observations of crews as test subjects versus a pilot and a research team co-pilot; and (5) The results of a follow-up questionnaire completed by pilot participants regarding their usual training as well as the scenarios employed in the SHARP studies. These pilot ratings and comments are of value to simulation training developers.

James R. Comstock, Jr.↗
NASA NTRS2013

Real-Time Optimization for use in a Control Allocation System to Recover from Pilot Induced Oscillations

Integration of the Control Allocation technique to recover from Pilot Induced Oscillations (CAPIO) System into the control system of a Short Takeoff and Landing Mobility Concept Vehicle simulation presents a challenge because the CAPIO formulation requires that constrained optimization problems be solved at the controller operating frequency. We present a solution that utilizes a modified version of the well-known L-BFGS-B solver. Despite the iterative nature of the solver, the method is seen to converge in real time with sufficient reliability to support three weeks of piloted runs at the NASA Ames Vertical Motion Simulator (VMS) facility. The results of the optimization are seen to be excellent in the vast majority of real-time frames. Deficiencies in the quality of the results in some frames are shown to be improvable with simple termination criteria adjustments, though more real-time optimization iterations would be required.

optimal control↗
NASA NTRS1980

Terminal configured vehicle program: Test facilities guide

The terminal configured vehicle (TCV) program was established to conduct research and to develop and evaluate aircraft and flight management system technology concepts that will benefit conventional take off and landing operations in the terminal area. Emphasis is placed on the development of operating methods for the highly automated environment anticipated in the future. The program involves analyses, simulation, and flight experiments. Flight experiments are conducted using a modified Boeing 737 airplane equipped with highly flexible display and control equipment and an aft flight deck for research purposes. The experimental systems of the Boeing 737 are described including the flight control computer systems, the navigation/guidance system, the control and command panel, and the electronic display system. The ground based facilities used in the program are described including the visual motion simulator, the fixed base simulator, the verification and validation laboratory, and the radio frequency anechoic facility.

Source record↗
NASA NTRS2006

Comanche Helmet-Mounted Display Heading-Tape Simulation

The Aeroflightdynamics Directorate (AMRDEC) conducted a simulation to assess the performance associated with a Contact Analog, world-referenced heading tape as implemented on the Comanche Helmet Integrated Display Sight System (HIDSS) when compared with a Compressed heading tape similar to that specified by the former Military Standard (MIL-STD) 1295. Six experienced pilots flew three modified Aeronautical Design Standards (ADS)-33 maneuvers (Hover Turn, Bob-up, Transient Turn) and a precision traffic pattern in the NASA Vertical Motion Simulator (VMS). Analysis of the pilot objective performance data and subjective handling qualities ratings (HQRs) showed the following: Compressed symbology in the Velocity Stabilization (VelStab) flight mode generally produced the most precise performances over Contact Analog symbology with respect to the heading, altitude, position, and time criteria specified for the maneuvers tested. VelStab outperformed the Automatic Flight Control System (AFCS) on all maneuvers achieving desired performance on most maneuvers for both symbol sets. Performance in the AFCS mode was generally desirable to adequate for heading and altitude and did not meet adequate standards for hover position and time for the Hover Turn and Bob-up maneuvers. VelStab and AFCS performance were nearly the same for the Transient Turn. Pilot comments concerning the Contact Analog heading-tape implementation were generally unfavorable in spite of the achieved levels of performance. HQRs showed Compressed symbology in the VelStab flight mode produced the lowest mean HQR, encompassing mixed ratings of satisfactory handling and needing improvement. All other symbology/flight-mode combinations yielded higher HQRs, which characterized opinions that deficiencies in aircraft handling due to HMD symbology would need improvement. Contact Analog heading tape and other symbology require improvement, especially when operating in the AFCS mode. NASA-TLX rated Compressed symbology in the VelStab flight mode as the least demanding on resources, closely followed by ratings for Contact Analog in the VelStab mode. In a similar pattern, TLX ratings for maneuvers completed in the AFCS mode yielded a higher level of resource demand with even slighter differences between Contact Analog and Compressed symbology sets. Further research should be conducted where objective data and subjective HQR ratings indicate a need for improvement. The areas requiring attention are those where the symbology implementation, the flight control system, or a combination of both caused workload to reach an objectionable level where adequate performance was either difficult to achieve or unachievable. These areas are clearly identified in this report. Symbology that received negative HQR comments by a majority of pilots should also be examined. The summary of pilot comments can be found in appendix A. Additional simulation trials should be considered to address the identified issues.

Turpin, Terry↗
NASA NTRS1992

Simulation evaluation of a low-altitude helicopter flight guidance system adapted for a helmet-mounted display

A computer aiding concept for low-altitude helicopter flight was developed and evaluated in a real-time piloted simulation. The concept included an optimal control trajectory-generation algorithm based upon dynamic programming and a helmet-mounted display (HMD) presentation of a pathway-in-the-sky, a phantom aircraft, and flight-path vector/predictor guidance symbology. The trajectory-generation algorithm uses knowledge of the global mission requirements, a digital terrain map, aircraft performance capabilities, and advanced navigation information to determine a trajectory between mission way points that seeks valleys to minimize threat exposure. The pilot evaluation was conducted at NASA ARC moving base Vertical Motion Simulator (VMS) by pilots representing NASA, the U.S. Army, the Air Force, and the helicopter industry. The pilots manually tracked the trajectory generated by the algorithm utilizing the HMD symbology. The pilots were able to satisfactorily perform the tracking tasks while maintaining a high degree of awareness of the outside world.

Swenson, Harry N.↗
NASA NTRS2011

The Space Operations Simulation Center (SOSC) and Closed-loop Hardware Testing for Orion Rendezvous System Design

The Space Operations Simulation Center (SOSC) at the Lockheed Martin (LM) Waterton Campus in Littleton, Colorado is a dynamic test environment focused on Autonomous Rendezvous and Docking (AR&D) development testing and risk reduction activities. The SOSC supports multiple program pursuits and accommodates testing Guidance, Navigation, and Control (GN&C) algorithms for relative navigation, hardware testing and characterization, as well as software and test process development. The SOSC consists of a high bay (60 meters long by 15.2 meters wide by 15.2 meters tall) with dual six degree-of-freedom (6DOF) motion simulators and a single fixed base 6DOF robot. The large testing area (maximum sensor-to-target effective range of 60 meters) allows for large-scale, flight-like simulations of proximity maneuvers and docking events. The facility also has two apertures for access to external extended-range outdoor target test operations. In addition, the facility contains four Mission Operations Centers (MOCs) with connectivity to dual high bay control rooms and a data/video interface room. The high bay is rated at Class 300,000 (. 0.5 m maximum particles/m3) cleanliness and includes orbital lighting simulation capabilities.

D'Souza, Christopher↗