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This report is a high-level summary of vertical compliance trends and overall rates of Area Navigation Optimized Profile Descent (RNAV OPD) utilization for Boston Logan International Airport. Specifically, we investigated trends from three RNAV OPDs and the subsequent redesigned iterations of those procedures: OOSHN3 to OOSHN4, ROBUC1 to ROBUC2, and QUABN3 to JFUND1.
The Integrated Medical Model (IMM) Project supports end user requests by employing the Integrated Medical Evidence Database (iMED) and IMM tools as well as subject matter expertise within the Project. The iMED houses data used by the IMM. The IMM is designed to forecast relative changes for a specified set of crew health and mission success risk metrics by using a probabilistic model based on historical data, cohort data, and subject matter expert opinion. A stochastic approach is taken because deterministic results would not appropriately reflect the uncertainty in the IMM inputs. Once the IMM was conceptualized, a plan was needed to rigorously assess input information, framework and code, and output results of the IMM, and ensure that end user requests and requirements were considered during all stages of model development and implementation, as well as lay the foundation for external review and application. METHODS: In 2008, the Project team developed a comprehensive verification and validation (VV) plan, which specified internal and external review criteria encompassing 1) verification of data and IMM structure to ensure proper implementation of the IMM, 2) several validation techniques to confirm that the simulation capability of the IMM appropriately represents occurrences and consequences of medical conditions during space missions, and 3) credibility processes to develop user confidence in the information derived from the IMM. When the NASA-STD-7009 (7009) [1] was published, the Project team updated their verification, validation, and credibility (VVC) project plan to meet 7009 requirements and include 7009 tools in reporting VVC status of the IMM. Construction of these tools included meeting documentation and evidence requirements sufficient to meet external review success criteria. RESULTS: IMM Project VVC updates are compiled recurrently and include updates to the 7009 Compliance and Credibility matrices. Reporting tools have evolved over the lifetime of the IMM Project to better communicate VVC status. This has included refining original 7009 methodology with augmentation from the HRP NASA-STD-7009 Guidance Document working group and the NASA-HDBK-7009 [2]. End user requests and requirements are being satisfied as evidenced by ISS Program acceptance of IMM risk forecasts, transition to an operational model and simulation tool, and completion of service requests from a broad end user consortium including operations, science and technology planning, and exploration planning. IMM v4.0 is slated for operational release in the FY015 and current VVC assessments illustrate the expected VVC status prior to the completion of customer lead external review efforts. CONCLUSIONS: The VVC approach established by the IMM Project of incorporating Project-specific recommended practices and guidelines for implementing the 7009 requirements is comprehensive and includes the involvement of end users at every stage in IMM evolution. Methods and techniques used to quantify the VVC status of the IMM Project represented a critical communication tool in providing clear and concise suitability assessments to IMM customers. These processes have not only received approval from the local NASA community but have also garnered recognition by other federal agencies seeking to develop similar guidelines in the medical modeling community.
NASA Langley Research Center (LaRC) awarded contract NAS1-20467 to the Space Dynamics Laboratory at Utah State University (SDL/USU) to develop instrumentation for the Sounding of the Atmosphere using Broadband Emission Radiometry (SABER) investigation. This report is submitted in compliance with the contract statement of work, DRD item 19, and the requirements of the “SABER Test and Calibration Plan” (SDL/97-069). It describes the test, data analysis, and results of ground calibration. SDL/USU is responsible for ground calibration testing, data collection, and publication of this report. The data analysis and results shown in this report, however, are a shared effort between SDL/USU, GATS, and LaRC.
This Final Report for the PSAW/MicroSWIS Program is provided in compliance with contract number NAS3-01118. This report documents the overall progress of the program and presents project objectives, work carried out, and results obtained. Program Conceptual Design Package stated the following objectives: To develop a sensor/transceiver network that can support networking operations within spacecraft with sufficient bandwidth so that (1) flight control data, (2) avionics data, (3) payload/experiment data, and (4) prognostic health monitoring sensory information can flow to appropriate locations at frequencies that contain the maximum amount of information content but require minimum interconnect and power: a very high speed, low power, programmable modulation, spread-spectrum radio sensor/transceiver.
The ninth flight service report was prepared in compliance with the requirements of Contract NAS1-11668. It covers the flight service experience of 111 graphite-epoxy spoilers on 737 transport aircraft and related ground-based environmental exposure of graphite epoxy material specimens for the period 1 Jan. 1985 through 31 Dec. 1986. Spoilers have been installed on 28 aircraft representing seven major airlines operating throughout the world. An extended flight service evaluation program of 15 years is presently underway. As of 31 Dec. 1986, a total of 3,339,608 spoiler flight-hours and 3,320,952 spoiler landings had been accumulated by this fleet.
NASA monitors its spacecraft from a planetary protection (PP) perspective, to ensure continued compliance with planetary protection requirements. This report to COSPAR on previous, ongoing and future missions will describe the issues and considerations regarding the PP implementation and compliance status of each mission, with changes noted as appropriate from previous reports. Missions not described in other presentations will be covered, including (but not limited to): Mars Odyssey, Mars Reconnaissance Orbiter, Escape and Plasma Acceleration and Dynamics Explorers (EscaPADE), Juno, New Horizons, Parker Solar Probe, Dragonfly, Artemis I and its secondary payloads, and NASA partnered missions.
NASA monitors its spacecraft from a planetary protection (PP) perspective, to ensure contin-ued compliance with planetary protection requirements. This report to COSPAR on previous, ongoing and future missions will describe the issues and considerations regarding the PP im-plementation and compliance status of each mission, with changes noted as appropriate from previous reports. Missions not described in other presentations will be covered, including (but not limited to): Mars Odyssey, Mars Exploration Rovers, Mars Reconnaissance Orbiter, Escape and Plasma Acceleration and Dynamics Explorers (EscaPADE), Juno, New Horizons, Parker Solar Probe, Artemis I and its secondary payloads, and NASA partnered missions.
Review of some of the unique food microbiology problems and problem-generating circumstances the Skylab manned space flight program involves. The situations these problems arise from include: extended storage times, variations in storage temperatures, no opportunity to resupply or change foods after launch of the Skylab Workshop, first use of frozen foods in space, first use of a food-warming device in weightlessness, relatively small size of production lots requiring statistically valid sampling plans, and use of food as an accurately controlled part in a set of sophisticated life science experiments. Consideration of all of these situations produced the need for definite microbiological tests and test limits. These tests are described along with the rationale for their selection. Reported test results show good compliance with the test limits.
Reports of the health effects of handling cytotoxic drugs and compliance with guidelines for handling these agents are briefly reviewed, and studies using analytical and biological methods of detecting exposure are evaluated. There is little conclusive evidence of detrimental health effects from occupational exposure to cytotoxic drugs. Work practices have improved since the issuance of guidelines for handling these drugs, but compliance with the recommended practices is still inadequate. Of 64 reports published since 1979 on studies of workers' exposure to these drugs, 53 involved studies of changes in cellular or molecular endpoints (biological markers) and 12 described chemical analyses of drugs or their metabolites in urine (2 involved both, and 2 reported the same study). The primary biological markers used were urine mutagenicity, sister chromatid exchange, and chromosomal aberrations; other studies involved formation of micronuclei and measurements of urinary thioethers. The studies had small sample sizes, and the methods were qualitative, nonspecific, subject to many confounders, and possibly not sensitive enough to detect most occupational exposures. Since none of the currently available biological and analytical methods is sufficiently reliable or reproducible for routine monitoring of exposure in the workplace, further studies using these methods are not recommended; efforts should focus instead on wide-spread implementation of improved practices for handling cytotoxic drugs.
An experimental Round Robin on the measurement of the opening load in fatigue crack growth tests was conducted on Crack Closure Measurement and Analysis. The Round Robin evaluated the current level of consistency of opening load measurements among laboratories and to identify causes for observed inconsistency. Eleven laboratories participated in the testing of compact and middle-crack specimens. Opening-load measurements were made for crack growth at two stress-intensity factor levels, three crack lengths, and following an overload. All opening-load measurements were based on the analysis of specimen compliance data. When all of the results reported (from all participants, all measurement methods, and all data analysis methods) for a given test condition were pooled, the range of opening loads was very large--typically spanning the lower half of the fatigue loading cycle. Part of the large scatter in the reported opening-load results was ascribed to consistent differences in results produced by the various methods used to measure specimen compliance and to evaluate the opening load from the compliance data. Another significant portion of the scatter was ascribed to lab-to-lab differences in producing the compliance data when using nominally the same method of measurement.
This paper describes the development, design, and implementation of the Requirements, Verification, and Compliance (RVC) database used on the International Space Welding Experiment (ISWE) project managed at Marshall Space Flight Center. The RVC is a systems engineer's tool for automating and managing the following information: requirements; requirements traceability; verification requirements; verification planning; verification success criteria; and compliance status. This information normally contained within documents (e.g. specifications, plans) is contained in an electronic database that allows the project team members to access, query, and status the requirements, verification, and compliance information from their individual desktop computers. Using commercial-off-the-shelf (COTS) database software that contains networking capabilities, the RVC was developed not only with cost savings in mind but primarily for the purpose of providing a more efficient and effective automated method of maintaining and distributing the systems engineering information. In addition, the RVC approach provides the systems engineer the capability to develop and tailor various reports containing the requirements, verification, and compliance information that meets the needs of the project team members. The automated approach of the RVC for capturing and distributing the information improves the productivity of the systems engineer by allowing that person to concentrate more on the job of developing good requirements and verification programs and not on the effort of being a "document developer".
This presentation provides an overview of a recently completed human-in-the-loop simulation, conducted as part of the Unmanned Aircraft Systems (UAS) Integration in the National Airspace System (NAS) Project. This study examined how to present resolution advisories (RAs) issued by Airborne Collision Avoidance System (ACAS) Xu, which can be in the vertical dimension, the horizontal dimension, or both (i.e., "blended"). The study varied the location of the ACAS Xu traffic information - it was either presented within an 'integrated' display or a 'standalone' display, where the traffic information was separated from the vehicle control interfaces and navigational information. The presentation covers the test set-up, scenario design, and facilities utilized in this experiment. The primary dependent variables are listed, but no detailed results are included in this outbrief since data analysis is still underway. Goal: assess ACAS Xu Run 5 in a HITL setting to measure pilot & system performance – RWC alerting and guidance – RA alerting and guidance • Horizontal-only, vertical-only, and blended RAs • Strengthening RAs, reversals and added/removed RAs during blended maneuvers – Incorporate realistic sensor noise into the simulation environment – Compare pilot and DAA system performance back to NASA’s Phase 1 DAA MOPS V&V HITL • We leveraged the findings of an engineering analysis conducted in March to help inform how to implement the Xu logic – Part 1 focused on how to display horizontal-only, vertical-only and blended RAs – Part 2 focused on how to display automated RA responses Xu Engineering Analysis Results Part 1 objectives: – Characterize pilot responses to (canned) ACAS Xu RAs in a variety of display configurations • With vs. Without text accompaniment • Simple vs. ‘Advanced’ aural alerting • Results – Pilots struggled to meet 5 seconds initial response requirement • Particularly against horizontal and blended RAs – Pilots failed to respond more quickly to secondary RAs • Expected response time to subsequent RAs = 2.5 seconds No clear effect of the different alerting conditions on response times – Response times primarily driven by RA type • Pilots demonstrated high level of compliance with RAs and self-reported Xu alerting and guidance as being acceptable – 1/5 reported text as being necessary – 4/5 wanted the aural alert to retain the original RA sequence (i.e., issue a follow-on RA second rather than first) – 4/5 wanted to retain the “Maintain Heading/Vertical Speed” aural alert in the event that the pilot reached their target response at the time of secondary RA Based on these results, we decided on the following for the HITL experimental design: – Incorporated an ‘auto-fill’ feature in Vigilant Spirit that removes the need for pilots to manually enter a heading or altitude for RAs • Pilots only have to click ‘Send’ to upload the RA target heading/altitude – Did not include an RA ‘text box’ • The auto-fill feature largely replaces the purpose of the text box – Using a combination of the ‘Basic’ and ‘Advanced’ aural alerting • In case of blended maneuvers will issue “Maintain Heading/Vertical Rate” if pilot has reached 1st RA target at the time the 2nd RA is issued • Integration and testing with Xu Run 5 also resulted in us adding display logic to modify how horizontal RAs are presented – Target heading was shown to update at approx. 1 Hz making it difficult for pilots to implement – Display logic limited horizontal RA strengthening to once every 5 seconds • Did not impact timing of reversals, new RAs (i.e., blended), or CoC Engineering Analysis Results
The integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS) poses a variety of technical challenges to UAS developers and aviation regulators. In response to growing demand for access to civil airspace in the United States, the Federal Aviation Administration (FAA) has produced a roadmap identifying key areas requiring further research and development. One such technical challenge is the development of a "detect and avoid" system (DAA) capable of providing a means of compliance with the "see and avoid" requirement in manned aviation. The purpose of the DAA system is to support the pilot, situated at a ground control station (GCS), in maintaining "DAA well clear" of nearby aircraft through the use of GCS displays and alerts. In addition to its primary function of aiding the pilot in maintaining DAA well clear, the DAA system must also safely interoperate with existing NAS systems and operations, such as the airspace management procedures of air traffic controllers (ATC) and Collision Avoidance (CA) systems currently in use by manned aircraft, namely the Traffic Alert and Collision Avoidance System (TCAS II). It is anticipated that many UAS architectures will integrate both a DAA system and a TCAS II. It is therefore necessary to explicitly study the integration of DAA and TCAS II alerting structures and maneuver guidance formats to ensure that pilots understand the appropriate type and urgency of their response to the various alerts. This paper presents a concept of interoperability for the two systems. The concept was developed with the goal of avoiding any negative impact on the performance level of TCAS II while retaining a DAA system that still effectively enables pilots to maintain DAA well clear. The interoperability concept described in the paper focuses primarily on facilitating the transition from a late-stage DAA encounter (where a loss of DAA well clear is imminent) to a TCAS II Corrective Resolution Advisory (RA), which requires pilot compliance within five seconds of its issuance. The interoperability concept was presented to 10 participants (6 active UAS pilots and 4 active commercial pilots) in a medium-fidelity, human-in-the-loop simulation designed to stress different aspects of the DAA and TCAS II systems. Pilots' ability to maintain separation, their rate of compliance and response times using the interoperability concept are reported. Results indicated that pilots exhibited comprehension of, and appropriate prioritization within, the DAA-TCAS II combined alert structure. Pilots demonstrated a high rate of compliance with TCAS II RAs and were also seen to respond to corrective RAs within the five second requirement established for manned aircraft. The DAA system presented under test was also shown to be effective in supporting pilots' ability to maintain DAA well clear in the overwhelming majority of cases in which pilots had sufficient time to respond.
NASA has been collaborating with the Federal Aviation Administration (FAA) and aviation industry partners to develop and demonstrate new concepts and technologies for the Integrated Arrival, Departure, and Surface (IADS) traffic management capabilities under the Airspace Technology Demonstration 2 (ATD-2) project. One of the goal of The IADS capabilities in the ATD-2 project is to increase predictability and increase throughput via improving TMI compliance. The IADS capabilities that will impact TMI compliance are built upon previous NASA research, the Precision Departure Release Capability (PDRC). The proposed paper will evaluate the APREQCFR process between ATC Tower and Center and information sharing between ATC Tower and the airline Ramp tower. Subjective measures collected from the HITL surveys (e.g., workload, situational awareness, acceptability, usability) and performance metrics such as TMI, TMAT, and pushback advisory compliance from APREQCFR flights and will be reported.
I. Design: a) S/C designed to be largely single fault tolerant; b) Operate in flight demonstrated envelope, with margin; and c) Strict compliance with requirements & flight rules. II. Test: a) Baseline, fault & stress testing using flight system testbeds (H/W & S/W); b) In-flight checkout & demos to remove first time events. III. Failure Analysis: a) Critical event driven fault tree analysis; b) Risk mitigation & development of contingencies. IV) Residual Risks: a) Accepted pre-launch waivers to Single Point Failures; b) Unavoidable risks (e.g. natural disaster). V) Mission Assurance: a) Strict process for characterization of variances (ISAs, PFRs & Waivers; b) Full time Mission Assurance Manager reports to Program Manager: 1) Independent assessment of compliance with institutional standards; 2) Oversight & risk assessment of ISAs, PFRs & Waivers etc.; and 3) Risk Management Process facilitator.
The NASA Governance model directed the formation of three Technical Authorities, Engineering; Safety and Mission Assurance; and Health and Medical, to ensure that risks are identified and adjudicated efficiently and transparently in concert with the spaceflight programs and projects. The Health and Medical Technical Authority (HMTA) has been implemented at the Johnson Space Center (JSC) and consists of the Chief Medical Office (CMO), the Deputy CMO, and HMTA Delegates. The JSC HMTA achieves the goals of risk identification and adjudication through the discharge of the appropriate technical expertise to human space flight programs and projects and the escalation of issues within program and technical authority boards. The JSC HMTA relies on subject matter experts (SMEs) in the Space Life Sciences Directorate at JSC as well as experts from other Centers to work crew health and performance issues at the technical level, develop requirements, oversee implementation and validation of requirements, and identify risks and non-compliances. Once a risk or potential noncompliance has been identified and reported to the programs or projects, the JSC HMTA begins to track it and closely monitor the program's or project's response. As a risk is developed or a non-compliance negotiated, positions from various levels of decision makers are sought at the program and project control boards. The HMTA may support a program or project position if it is satisfied with the decision making and vetting processes (ex. the subject matter expert voiced his/her concerns and all dissenting opinions were documented) and finds that the position both acknowledges the risk and cost of the mitigation and resolves the issue without changing NASA risk posture. The HMTA may disagree with a program or project position if the NASA risk posture has been elevated or obfuscated. If the HMTA does disagree with the program or project position, it will appeal to successively higher levels of authority so that risk acceptance and risk trades will be acknowledged and sanctioned at the highest appropriate level; this includes Program Managers, Mission Directorate Associate Administrators and the Agency Administrator.
We assessed the effects of sustained weightlessness on chest wall mechanics in five astronauts who were studied before, during, and after the 10-day Spacelab D-2 mission (n = 3) and the 180-day Euromir-95 mission (n = 2). We measured flow and pressure at the mouth and rib cage and abdominal volumes during resting breathing and during a relaxation maneuver from midinspiratory capacity to functional residual capacity. Microgravity produced marked and consistent changes (Delta) in the contribution of the abdomen to tidal volume [DeltaVab/(DeltaVab + DeltaVrc), where Vab is abdominal volume and Vrc is rib cage volume], which increased from 30.7 +/- 3. 5 (SE)% at 1 G head-to-foot acceleration to 58.3 +/- 5.7% at 0 G head-to-foot acceleration (P < 0.005). Values of DeltaVab/(DeltaVab + DeltaVrc) did not change significantly during the 180 days of the Euromir mission, but in the two subjects DeltaVab/(DeltaVab + DeltaVrc) was greater on postflight day 1 than on subsequent postflight days or preflight. In the two subjects who produced satisfactory relaxation maneuvers, the slope of the Konno-Mead plot decreased in microgravity; this decrease was entirely accounted for by an increase in abdominal compliance because rib cage compliance did not change. These alterations are similar to those previously reported during short periods of weightlessness inside aircrafts flying parabolic trajectories. They are also qualitatively similar to those observed on going from upright to supine posture; however, in contrast to microgravity, such postural change reduces rib cage compliance.
Winston Churchill once said, “To improve is to change; to be perfect is to change often.” JPL’s Property Accountability objective is to provide superior services related to property accountability, reutilization, and disposition. JPL must report property reutilized and disposed through either sales, donation, or scrap. Implementing the JPL designed and built Property Information Reporting System (PIRS), opened a new perspective with our data and what are we reporting to NASA. With this new depth of visibility, we self-implemented as assessment to validate the fiduciary and stewardship responsibilities of what is being reporting to NASA. JPL strives to perform at a level beyond the basic primary expectations of our NASA requirements. JPL developed the PIRS - which rolled out in 2018 - to simplify the delivery of JPL’s Personal Property and Equipment (PP&E) reporting: PIRS takes the raw data from Oracle to generate the NASA Form (NF) 1018 and Contractor Held Asset Reporting System (CHATS) Reports, and to meet the requirements established for AS9100 compliance. The data presented from PIRS is exportable and used to analyze our property records. JPL is also embarking on an effort to define the JPL of the future with “Enterprise 2.0”. Enterprise 2.0 is the driving force of JPL’s strategy to digitally transform the Laboratory from the current legacy processes and systems to a modern, integrated, information-driven highway of business transactions. This should include automation of routine processes and data-related tasks, integration of data and systems, advanced search and analytics, and improved information sharing and collaboration. As JPL’s evolving landscape of digital technologies advance to meet the future, JPL Property Accountability is making strides to surpass these expectations. For every cause there is an effect: a revealing of something that aids in the further development and transformation of JPL best business practices.