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At least 37 records · Page 2

Airplane-Runway-Performance Monitoring System

Airplane-Runway-Performance Monitoring System (ARPMS) increases safety during takeoffs and landings by providing pilots with symbolic "head-up" and "head-down" information pertinent to decisions to continue or abort takeoffs or landings. Provides graphic information concerning where airplane could be stopped. Pilot monitors ground speed and predicted stopping point while looking at actual runway. High potential for incorporation into cockpit environment for entire aerospace community.

Middleton, David B.↗

Hypergol Maintenance Facility North, SWMU 090, Air Sparge System Construction Completion and Performance Monitoring Report, Kennedy Space Center, Florida

This Air Sparge (AS) System Construction Completion and Performance Monitoring Report (CC-PMR) presents field implementation activities, as well as Year 1 operation, maintenance, and monitoring (OM&M) activities and performance monitoring results for the AS Interim Measure (IM) at the Hypergol Maintenance Facility North (HMFN) at Kennedy Space Center (KSC), Florida. The timeframe for activities included in this report extends from December 2019 to August 2021.

Christopher A Hook↗

Components Refurbishment and Chemical Analysis Facility, Hot Spot 1 Solid Waste Management Unit #041 Year 4 Annual Performance Monitoring Report Kennedy Space Center, Florida

This Year 4 Annual Performance Monitoring Report (PMR) presents the operations, maintenance, and monitoring activities for the Hydraulic Containment System (HCS) Interim Measure (IM) at the Components Refurbishment and Chemical Analysis (CRCA) facility located at John F. Kennedy Space Center (KSC), Florida. The primary objective of the HCS is to attain hydraulic control of the dissolved-phase chlorinated volatile organic compound (CVOC) plume, with the secondary objective to reduce concentrations of CVOCs in the high-concentration plume to support transition to monitored natural attenuation (MNA). CRCA has been designated Solid Waste Management Unit 041 under the KSC Resource Conservation and Recovery Act Corrective Action Program. The timeframe for activities documented in this Year 4 PMR extends from November 2022 through September 2023. Baseline sampling activities were completed in June 2019, and full-scale startup of the HCS IM was completed in July-August 2019. The operational runtime of the HCS for the Year 4 reporting period was approximately 94%, with the majority of downtime attributed to associated groundwater sampling events, maintenance, and Hurricane Nicole. Almost five million gallons of groundwater were treated during Year 4 of HCS operations, and concentrations of the site’s contaminants of concern (trans-1,2-dichloroethene and vinyl chloride) have been reduced by over 99%. This PMR describes the activities that were performed during Year 4 to operate and monitor the HCS IM, which includes three extraction wells, seven injection wells, and conveyance piping to a modular structure containing the control panel and an air stripper. Influent and effluent sampling results from the air stripper show that the system is operating as designed and is reducing concentrations of contaminants of concern to below detection limits. In addition to HCS operation, this PMR also discusses performance monitoring that has been implemented to assess progress of the HCS IM and overall plume conditions through scheduled groundwater (quarterly and semi-annual) and sub-slab soil gas (quarterly) sampling and analysis. Two ambient air samples were also collected on a quarterly basis in the vicinity of the modular structure and the paved driveway east of the Solvent Reclamation Area during routine operation and maintenance (O&M) activities to ensure safe breathing zone air quality for on-site personnel. All sub-slab soil gas and ambient air sampling conducted during the Year 4 operational period showed results below applicable regulatory air screening limits. Predictions made during the Year 2 groundwater model updates were in close correlation to post Year 4 plume conditions. A supplemental DPT study conducted in 2022 and 2023. This study indicated that low-concentration plume conditions, where concentrations exceed State of Florida Groundwater Cleanup Target Levels, expanded westward to Kennedy Parkway North and northward to the vicinity of the railroad tracks. Based on these results, recommendations were made to install 14 wells to monitor the downgradient and boundary conditions of the expanded LCP. The contents of this Year 4 PMR were presented during the November 2023 KSC Remediation Team meeting, where Team consensus was reached on several items including continued O&M of the HCS, and continued monitoring of groundwater, ambient air, and sub-slab soil gas. Sampling for per- and polyfluoroalkyl substances at CRCA is ongoing and will be submitted under separate cover.

K. Alex Murphy↗

Components Refurbishment and Chemical Analysis Facility, Hot Spot 1 SWMU #041 Year 3 Annual Performance Monitoring Report Kennedy Space Center, Florida

This Year 3 Annual Performance Monitoring Report (PMR) presents the operations, maintenance, and monitoring activities for the Hydraulic Containment System (HCS) Interim Measure (IM) at the Components Refurbishment and Chemical Analysis (CRCA) facility located at John F. Kennedy Space Center (KSC), Florida. The primary objective of the HCS is to attain hydraulic control of the dissolved-phase chlorinated volatile organic compound (CVOC) plume, with the secondary objective to reduce concentrations of CVOCs in the high-concentration plume to support transition to monitored natural attenuation (MNA). CRCA has been designated Solid Waste Management Unit 041 under the KSC Resource Conservation and Recovery Act Corrective Action Program. The timeframe for activities documented in this Year 3 PMR extends from September 2021 through October 2022. Baseline sampling activities were completed in June 2019, and full-scale startup of the HCS IM was completed in July-August 2019. The operational runtime of the HCS for the Year 3 reporting period was approximately 91%, with the majority of downtime attributed to system maintenance and repair. This is generally consistent with Year 1 and Year 2 runtimes of 85% and 92%, respectively. To help reduce downtime, an anti-scaling amendment, Redux 390, has been used to reduce scaling and help maintain system design parameters. Over nine million gallons of groundwater were treated during Year 3 of HCS operations, and concentrations of the site’s contaminants of concern (trans-1,2-dichloroethene and vinyl chloride) have been reduced by over 97%. This PMR describes the activities that were performed during Year 3 to operate and monitor the HCS IM, which includes three extraction wells, seven injection wells, and conveyance piping to a modular structure containing the control panel and an air stripper. Influent and effluent sampling results from the air stripper show that the system is operating as designed and is reducing concentrations of contaminants of concern to below detection limits. In addition to HCS operation, this PMR also discusses performance monitoring that has been implemented to assess progress of the HCS IM and overall plume conditions through scheduled groundwater (quarterly and semi-annual) and sub-slab soil gas (quarterly) sampling and analysis. Two ambient air samples were also collected on a quarterly basis in the vicinity of the modular structure and the paved driveway east of the Solvent Reclamation Area during routine operation and maintenance (O&M) activities to ensure safe breathing zone air quality for on-site personnel. All sub-slab soil gas and ambient air sampling conducted during the Year 3 operational period showed results below applicable regulatory air screening limits. Predictions made during the Year 2 groundwater model updates were in close correlation to post Year 3 plume conditions. Therefore, it can be assumed that the projected path remains valid for transition to MNA in one to two years of continuous HCS operation. The contents of this Year 3 PMR were presented during the February 2023 KSC Remediation Team meeting, where Team consensus was reached on several items including continued O&M of the HCS, and continued monitoring of groundwater, ambient air, and sub-slab soil gas. Replacement of MW0019 and VMP04 was also recommended, as well as additional direct-push technology sampling to further delineate the downgradient plume and confirm overall site-wide low-concentration plume boundaries. Sampling for per- and polyfluoroalkyl substances at CRCA is ongoing and will be submitted under separate cover.

K. Alex Murphy↗

Simulator evaluation of displays for a revised takeoff performance monitoring system

Cockpit displays for a Takeoff Performance Monitoring System (TOPMS) to provide pilots with graphic and alphanumeric information pertinent to their decision to continue or abort a takeoff are evaluated. Revised head-down and newly developed head-up displays were implemented on electronic screens in the real-time Transport Systems Research Vehicle (TSRV) Simulator for the Boeing 737 airplane at the Langley Research Center and evaluated by 17 NASA, U.S. Air Force, airline, and industry pilots. Both types of displays were in color, but they were not dependent upon it. The TOPMS head-down display is composed of a runway graphic overlaid with symbolic status and advisory information related to both the expected takeoff point and the predicted stop point (in the event an abort becomes necessary). In addition, an overall Situation Advisory Flag indicates a preferred course of action based on analysis of the various elements of airplane performance and system status. A simpler head-up display conveys most of this same information and relates it to the visual scene. The evaluation pilots found the displays to be credible, easy to monitor, and appropriate for the task. In particular, the pilots said the head-up display was monitored with very little effort and did not obstruct or distract them from monitoring the simulated out-the-window runway scene. This report augments NASA TP-2908, 1989.

Middleton, David B.↗

Airplane Takeoff-and-Landing Performance Monitoring System

Airplane Takeoff-and-Landing Performance Monitoring System (TOPMS) designed to increase safety during takeoffs and landings of aircraft. Provides pilots with graphic information crucial to decision to continue or reject takeoff. If rejected or landing in progress, provides crucial information relative to where airplane can be brought to stop.

Middleton, David B.↗

Launch Complex 39A, SWMU 008 and Launch Complex 39B, SWMU 009 Performance Monitoring Report Kennedy Space Center, Florida

This Performance Monitoring Report (PMR) presents the findings, observations, and results for Air Sparging (AS) operations and sitewide groundwater monitoring for Launch Complex 39A (LC39A), Solid Waste Management Unit (SWMU) 008, and Launch Complex 39B (LC39B), SWMU 009, at Kennedy Space Center (KSC), Florida. Results from direct push technology (DPT) sampling at LC39B are also included in this report. The reporting period for AS operations covered under this PMR is from January 1, 2022, to December 31, 2022.

groundwater↗

Launch Complex 39A Operations Support Building Area SWMU 111 Year 3 Air Sparge System Performance Monitoring Report

This Air Sparge (AS) System Performance Monitoring Report (PMR) presents the findings, observations, and results for Year 3 of operation, maintenance, and monitoring activities for the AS Interim Measure (IM) at the Launch Complex 39A Operations Support Building Area (AOSB) at Kennedy Space Center (KSC), Florida. This report was presented as an Advance Data Package during the October 2024 KSC Remediation Team (KSCRT) meeting. The reporting period for activities covered under this PMR is from August 2023 through October 2024.

Mark P Speranza↗

Paint and Oil Locker SWMU 067 Southern Treatment Area Air Sparge System Year 2 Performance Monitoring and Paint and Oil Locker Northern Area (SWMU 067) and Supply Warehouse #3, SWMU 088 Long-Term Monitoring Kennedy Space Center, Florida

This Year 2 Air Sparge (AS) System Performance Monitoring (PM) Report for Paint and Oil Locker (POL) Solid Waste Management Unit (SWMU) 067 Southern Treatment Area and Long- Term Monitoring (LTM) Report for POL Northern Area (SWMU 067) and Supply Warehouse #3 (SW3) SWMU 088 documents ongoing remedial efforts at the POL and SW3 sites at Kennedy Space Center (KSC), Florida. The overall goal for these sites is to reduce concentrations of groundwater contaminants of concern (COCs), specifically trichloroethene (TCE), cis-1,2-dichloroethene (cDCE), trans-1,2-dichloroethene (tDCE) and vinyl chloride (VC), to below the State of Florida Groundwater Cleanup Target Levels (GCTLs). Remediation and reporting of POL and SW3 have been streamlined over the years due to the proximity of the two sites. The scope for these sites currently includes two main components: (1) LTM at SW3 and the POL Northern Area, where an AS system began operation in May 2009 (with expansion in December 2012) and June 2013, respectively, and subsequently turned off for both sites in March 2018 (NASA, 2019a); and (2) Active AS operations and PM in the POL Southern Treatment Area where an AS system was installed and began operation in 2021. The timeframe for activities covered under this report is from September 2022 to July 2023. Based on Year 2 system operation and PM results, the AS system at POL operated as designed and successfully met the performance objective of reducing VOCs to concentrations that support transition of the site from active remediation to long-term monitoring. The results from the samples collected from performance monitoring wells within the AS system ROI showed a significant decrease in COC concentrations since the baseline sampling event conducted in April 2020. Based on the Year 2 OM&M and monitoring results obtained from the POL Southern Treatment Area, the IM objective to reduce concentrations to below the LTM transition target concentrations for TCE, cDCE, tDCE, and VC has been achieved. LTM sampling events at SW3 were conducted in October 2022 and July 2023. LTM sampling was conducted at the POL Northern Area in October 2022, December 2022, March 2023, and July 2023. Analytical results from October 2022 and July 2023 generally indicate that concentrations of COCs have been stable or decreasing compared to the previous year. TCE remains greater than the NADC in one monitoring well (POL-MW0034S) and greater than the GCTL in one monitoring well (POL-MW0009S). Concentrations of cDCE were greater than the GCTL in one monitoring well (POL-MW0026S), and tDCE was non-detect or less than the GCTL in all monitoring wells sampled. VC was greater than the GCTL in four monitoring wells (MW0024, MW0025, MW0027, and MW0028) at SW3 and one monitoring well (MW0026S) at the POL Northern Area.

remediation↗

Performance monitor system functional simulator, environmental data, orbiter 101(HFT)

Information concerning the environment component of the space shuttle performance monitor system simulator (PMSS) and those subsystems operational on the shuttle orbiter 101 used for horizontal flight test (HFT) is provided, along with detailed data for the shuttle performance monitor system (PMS) whose software requirements evolve from three basic PMS functions: (1) fault detection and annunciation; (2) subsystem measurement management; and (3) subsystem configuration management. Information relative to the design and operation of Orbiter systems for HFT is also presented, and the functional paths are identified to the lowest level at which the crew can control the system functions. Measurement requirements are given which are necessary to adequately monitor the health status of the system. PMS process requirements, relative to the measurements which are necessary for fault detection and annunciation of a failed functional path, consist of measurement characteristics, tolerance limits, precondition tests, and correlation measurements.

Parker, F. W.↗

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system which provides the pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V sub R) within the safe zone of the runway or stopping the aircraft on the runway after landing or take off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. An important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in headwind occurring as the takeoff roll progresses. The system displays the position of the airplane on the runway, indicating runway used and runway available, summarizes the critical information into a situation advisory flag, flags engine failures and off-nominal acceleration performance, and indicates where on the runway particular events such as decision speed (V sub 1), rotation speed (V sub R) and expected stop points will occur based on actual or predicted performance. The display also indicates airspeed, wind vector, engine pressure ratios, second segment climb speed, and balanced field length (BFL). The system detects performance deficiencies by comparing the airplane's present performance with a predicted nominal performance based upon the given conditions.

Middleton, David B.↗

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (VR) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Middleton, David B.↗

Development of a takeoff performance monitoring system

The development and testing of a real-time takeoff performance monitoring system is discussed. The algorithm is madeup of two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate schedule performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six degree of freedom airplane model in a computer simulation. Results from a series of sensitivity analysis are also included.

Srivatsan, R.↗

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Middleton, David B.↗

Airplane takeoff and landing performance monitoring system

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a predicted nominal performance based upon given conditions, performance deficiencies are detected by the system.

Middleton, David B.↗

Development of a takeoff performance monitoring system

The development and testing of a real-time takeoff performance monitoring system is discussed. The algorithm is made up of two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate schedule performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six degree of freedom airplane model in a computer simulation. Results from a series of sensitivity analysis are also included.

Srivatsan, R.↗

The Effects of Training and Flight Director Use on Pilot Monitoring Performance: A Sensemaking Approach

The need for improved pilot monitoring and awareness has been widely recognized, and training is a possible intervention. Based on our sensemaking-model of monitoring, we identified key properties of monitoring flight path. We designed scenarios with associated behavioral markers that provide measures of monitoring performance and a short training module emphasizing our proactive, anticipatory view of monitoring. Nineteen first officers from a major US airline participated in the training study. Each pilot flew in a simulator pretest, participated in a training session, and flew in a simulator posttest. We found modest but significant improvements in monitoring. The study collected video, simulator, and eyetracking data and also manipulated whether the Flight Director was on or off. Limitations and future directions are discussed.

monitoring↗