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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 361 records · Page 20
All sourcesNASA NTRSDOE OSTI
NASA NTRS1987

A Qualitative Model of Human Interaction with Complex Dynamic Systems

A qualitative model describing human interaction with complex dynamic systems is developed. The model is hierarchical in nature and consists of three parts: a behavior generator, an internal model, and a sensory information processor. The behavior generator is responsible for action decomposition, turning higher level goals or missions into physical action at the human-machine interface. The internal model is an internal representation of the environment which the human is assumed to possess and is divided into four submodel categories. The sensory information processor is responsible for sensory composition. All three parts of the model act in consort to allow anticipatory behavior on the part of the human in goal-directed interaction with dynamic systems. Human workload and error are interpreted in this framework, and the familiar example of an automobile commute is used to illustrate the nature of the activity in the three model elements. Finally, with the qualitative model as a guide, verbal protocols from a manned simulation study of a helicopter instrument landing task are analyzed with particular emphasis on the effect of automation on human-machine performance.

Hess, Ronald A.↗
NASA NTRS2019

Human Performance Contributions to Safety in Commercial Aviation

In the commercial aviation domain, large volumes of data are collected and analyzed on the failures and errors that result in infrequent incidents and accidents, but in the absence of data on behaviors that contribute to routine successful outcomes, safety management and system design decisions are based on a small sample of non- representative safety data. Analysis of aviation accident data suggests that human error is implicated in up to 80% of accidents, which has been used to justify future visions for aviation in which the roles of human operators are greatly diminished or eliminated in the interest of creating a safer aviation system. However, failure to fully consider the human contributions to successful system performance in civil aviation represents a significant and largely unrecognized risk when making policy decisions about human roles and responsibilities. Opportunities exist to leverage the vast amount of data that has already been collected, or could be easily obtained, to increase our understanding of human contributions to “things going right” in commercial aviation. The principal focus of this assessment was to identify current gaps and explore methods for identifying human “success” data generated by the aviation system, from personnel and within the supporting infrastructure.

Holbrook, Jon B.↗
NASA NTRS1975

The transformation of aerodynamic stability derivatives by symbolic mathematical computation

The formulation of mathematical models of aeronautical systems for simulation or other purposes, involves the transformation of aerodynamic stability derivatives. It is shown that these derivatives transform like the components of a second order tensor having one index of covariance and one index of contravariance. Moreover, due to the equivalence of covariant and contravariant transformations in orthogonal Cartesian systems of coordinates, the transformations can be treated as doubly covariant or doubly contravariant, if this simplifies the formulation. It is shown that the tensor properties of these derivatives can be used to facilitate their transformation by symbolic mathematical computation, and the use of digital computers equipped with formula manipulation compilers. When the tensor transformations are mechanised in the manner described, man-hours are saved and the errors to which human operators are prone can be avoided.

Howard, J. C.↗
NASA NTRS1984

An intelligent flight-management aid for procedure execution

A computer program is described that contains a model of the procedures used in the operation of a twin engine aircraft. This program, by comparing the model to the aircraft state, can determine when a procedure (or checklist) should be or is invoked and when each step (detectable by a change in the aircraft state) is completed. Thus, the program tracks the flight crew's procedure execution through changes in the aircraft state. Data were used for evaluation from an earlier experiment on a Link GAT-II simulator. The program had been able to identify practically all of the errors identified by human judges as well as locate some missed by them. It is felt that this model could significantly aid flight crews.

Hammer, J. M.↗
NASA NTRSDate not supplied

Combining Disparate Measures of Metabolic Rate During Simulated Spacewalks

Scientists from NASA's Extravehicular Activities (EVA) Physiology Systems and Performance Project help design space suits for future missions, during which astronauts are expected to perform EVA activities on the Lunar or Martian surface. During an EVA, an astronaut's integrated metabolic rate is used to predict how much longer the activity can continue and still provide a safe margin of remaining consumables. For EVAs in the Apollo era, NASA physicians monitored live data feeds of heart rate, O 2 consumption, and liquid cooled garment (LCG) temperatures, which were subjectively combined or compared to produce an estimate of metabolic rate. But these multiple data feeds sometimes provided conflicting estimates of metabolic rate, making real-time calculations of remaining time difficult for physician/monitors. Currently, designs planned for the Constellation Program EVAs utilize an automated, but largely heuristic methodology for incorporating the above three measurements, plus an additional one - CO 2 production, ignoring data that appears in conflict; however a more rigorous model-based approach is desirable. In this study, we show how principal axis factor analysis, in combination with OLS regression and LOWESS smoothing can be used to estimate metabolic rate as a data-driven weighted average of heart rate, O 2 consumption, LCG temperature data, and CO 2 production. Preliminary results suggest less sensitivity to occasional spikes in observed data feeds, and reasonable within-subject reproducibility when applied to subsequent tasks. These methods do not require physician monitoring and as such can be automated in the electronic components of future space suits. With additional validation, our models show promise for increasing astronaut safety, while reducing the need for and potential errors associated with human monitoring of multiple systems.

Alan H Feiveson↗
NASA NTRS2010

Satellite Gravimetry Applied to Drought Monitoring

Near-surface wetness conditions change rapidly with the weather, which limits their usefulness as drought indicators. Deeper stores of water, including root-zone soil wetness and groundwater, portend longer-term weather trends and climate variations, thus they are well suited for quantifying droughts. However, the existing in situ networks for monitoring these variables suffer from significant discontinuities (short records and spatial undersampling), as well as the inherent human and mechanical errors associated with the soil moisture and groundwater observation. Remote sensing is a promising alternative, but standard remote sensors, which measure various wavelengths of light emitted or reflected from Earth's surface and atmosphere, can only directly detect wetness conditions within the first few centimeters of the land s surface. Such sensors include the Advanced Microwave Scanning Radiometer - Earth Observing System (AMSR-E) C-band passive microwave measurement system on the National Aeronautic and Space Administration's (NASA) Aqua satellite, and the combined active and passive L-band microwave system currently under development for NASA's planned Soil Moisture Active Passive (SMAP) satellite mission. These instruments are sensitive to water as deep as the top 2 cm and 5 cm of the soil column, respectively, with the specific depth depending on vegetation cover. Thermal infrared (TIR) imaging has been used to infer water stored in the full root zone, with limitations: auxiliary information including soil grain size is required, the TIR temperature versus soil water content curve becomes flat as wetness increases, and dense vegetation and cloud cover impede measurement. Numerical models of land surface hydrology are another potential solution, but the quality of output from such models is limited by errors in the input data and tradeoffs between model realism and computational efficiency. This chapter is divided into eight sections, the next of which describes the theory behind satellite gravimetry. Following that is a summary of the GRACE mission and how hydrological information is gleaned from its gravity products. The fourth section provides examples of hydrological science enabled by GRACE. The fifth and sixth sections list the challenging aspects of GRACE derived hydrology data and how they are being overcome, including the use of data assimilation. The seventh section describes recent progress in applying GRACE for drought monitoring, including the development of new soil moisture and drought indicator products, and that is followed by a discussion of future prospects in satellite gravimetry based drought monitoring.

Rodell, Matthew↗
NASA NTRS2017

Characterizing DebriSat Fragments: So Many Fragments, So Much Data, and So Little Time

To improve prediction accuracy, the DebriSat project was conceived by NASA and DoD to update existing standard break-up models. Updating standard break-up models require detailed fragment characteristics such as physical size, material properties, bulk density, and ballistic coefficient. For the DebriSat project, a representative modern LEO spacecraft was developed and subjected to a laboratory hypervelocity impact test and all generated fragments with at least one dimension greater than 2 mm are collected, characterized and archived. Since the beginning of the characterization phase of the DebriSat project, over 130,000 fragments have been collected and approximately 250,000 fragments are expected to be collected in total, a three-fold increase over the 85,000 fragments predicted by the current break-up model. The challenge throughout the project has been to ensure the integrity and accuracy of the characteristics of each fragment. To this end, the post hypervelocity-impact test activities, which include fragment collection, extraction, and characterization, have been designed to minimize handling of the fragments. The procedures for fragment collection, extraction, and characterization were painstakingly designed and implemented to maintain the post-impact state of the fragments, thus ensuring the integrity and accuracy of the characterization data. Each process is designed to expedite the accumulation of data, however, the need for speed is restrained by the need to protect the fragments. Methods to expedite the process such as parallel processing have been explored and implemented while continuing to maintain the highest integrity and value of the data. To minimize fragment handling, automated systems have been developed and implemented. Errors due to human inputs are also minimized by the use of these automated systems. This paper discusses the processes and challenges involved in the collection, extraction, and characterization of the fragments as well as the time required to complete the processes. The objective is to provide the orbital debris community an understanding of the scale of the effort required to generate and archive high quality data and metadata for each debris fragment 2 mm or larger generated by the DebriSat project.

Shiotani, B.↗
DOE OSTI2025

A Typology of Quantum-Classical Faults

This paper introduces an extended taxonomy of faults specific to hybrid quantum-classical systems, addressing the unique challenges that arise from integrating quantum accelerators into high-performance computing (HPC) infrastructures. Building on the foundational fault classification by Avizienis et al., we incorporate fault types unique to quantum computing-such as qubit decoherence, spontaneous gate errors, and photon loss-alongside traditional and human-induced faults including development errors, operational mistakes, and malicious attacks. Our taxonomy classifies faults by their origin (natural vs. human-made), intent (accidental, deliberate non-malicious, or malicious), system boundaries (internal vs. external), and persistence (transient to permanent). We also explore how different architectural integration patterns-ranging from tight coupling to loose on-premise and cloud-based configurations-shape the manifestation and propagation of faults. These scenarios are analyzed in terms of timing mismatches, interface inconsistencies, and security threats such as data tampering and denial-of-service attacks. Through this fault-centric lens, we aim to support the co-design of dependable quantum-classical systems and highlight the critical role that integration strategies play in ensuring reproducibility, resilience, and security across hybrid computing platforms.

Giusto, Edorado [University of Naples Federico II,↗
NASA NTRS2019

Human Performance Contributions to Safety in Commercial Aviation

Every day in aviation, pilots, air traffic controllers, and other front-line personnel perform countless correct judgments and actions in a variety of operational environments. These judgments and actions are often the difference between an accident and a non-event. Ironically, data on these behaviors are rarely collected or analyzed. Data-driven decisions about safety management and design of safety-critical systems are limited by the available data, which influence how decision makers characterize problems and identify solutions. Large volumes of data are collected on the failures and errors that result in infrequent incidents and accidents, but in the absence of data on behaviors that result in routine successful outcomes, safety management and system design decisions are based on a small sample of nonrepresentative safety data. This assessment aimed to find and document “safety successes” made possible by human operators. With many Aeronautics Research Mission Directorate (ARMD) Programs and Projects focusing on increased automation and autonomy and decreased human involvement, failure to fully consider the human contributions to successful system performance in civil aviation represents a significant risk — a risk that has not been recognized to date. Without understanding how humans contribute to safety, any estimate of predicted safety of autonomous capabilities is incomplete and inherently suspect. Furthermore, understanding the ways in which humans contribute to safety can promote strategic interactions among safety technologies, functions, procedures and the people using them. Without this understanding, the full benefits of an integrated, optimized human/technology or autonomous system will not be realized. Historically, safety has been consistently defined in terms of the occurrence of accidents or recognized risks (i.e., in terms of things that go wrong). These adverse outcomes are explained by identifying their causes, and safety is restored by eliminating or mitigating these causes. An alternative to this approach is to focus on what goes right and identify how to replicate that process. Focusing on the rare cases of failures attributed to “human error” provides little information about why human performance routinely prevents adverse events. Hollnagel has proposed that things go right because people continuously adjust their work to match their operating conditions. These adjustments become increasingly important as systems continue to grow in complexity. Thus, the definition of safety should reflect not only “avoiding things that go wrong” but “ensuring that things go right.” The basis for safety management requires developing an understanding of everyday activities. However, few mechanisms to monitor everyday work exist in the aviation domain, which limits opportunities to learn how designs function in reality. This concept of safety thinking and safety management is reflected in the emerging field of resilience engineering. According to Hollnagel, a system is resilient if it can sustain required operations under expected and unexpected conditions by adjusting its functioning prior to, during, or following changes, disturbances, and opportunities. To explore “positive” behaviors that contribute to resilient performance in commercial aviation, the assessment team examined a range of existing sources of data about pilot and air traffic control (ATC) tower controller performance, including subjective interviews with domain experts and objective aircraft flight data records. These data were used to identify strategies that support resilient performance, methods for exploring and refining those strategies in existing data, and proposed methods for capturing and analyzing new data.

Null, Cynthia H.↗
NASA NTRS1997

Wings: A New Paradigm in Human-Centered Design

Many aircraft accidents/incidents investigations cite crew error as a causal factor (Boeing Commercial Airplane Group 1996). Human factors experts suggest that crew error has many underlying causes and should be the start of an accident investigation and not the end. One of those causes, the flight deck design, is correctable. If a flight deck design does not accommodate the human's unique abilities and deficits, crew error may simply be the manifestation of this mismatch. Pilots repeatedly report that they are "behind the aircraft" , i.e., they do not know what the automated aircraft is doing or how the aircraft is doing it until after the fact. Billings (1991) promotes the concept of "human-centered automation"; calling on designers to allocate appropriate control and information to the human. However, there is much ambiguity regarding what it mean's to be human-centered. What often are labeled as "human-centered designs" are actually designs where a human factors expert has been involved in the design process or designs where tests have shown that humans can operate them. While such designs may be excellent, they do not represent designs that are systematically produced according to some set of prescribed methods and procedures. This paper describes a design concept, called Wings, that offers a clearer definition for human-centered design. This new design concept is radically different from current design processes in that the design begins with the human and uses the human body as a metaphor for designing the aircraft. This is not because the human is the most important part of the aircraft (certainly the aircraft would be useless without lift and thrust), but because he is the least understood, the least programmable, and one of the more critical elements. The Wings design concept has three properties: a reversal in the design process, from aerodynamics-, structures-, and propulsion-centered to truly human-centered; a design metaphor that guides function allocation and control and display design; and a deliberate distinction between two fundamental functions of design, to complement and to interpret human performance. The complementary function extends the human's capabilities beyond his or her current limitations - this includes sensing, computation, memory, physical force, and human decision making styles and skills. The interpretive (or hermeneutic, Hollnagel 1991) function translates information, functionality, and commands between the human and the aircraft. The Wings design concept allows the human to remain aware of the aircraft through natural interpretation. It also affords great improvements in system performance by maximizing the human's natural abilities and complementing the human's skills in a natural way. This paper will discuss the Wings design concept by describing the reversal in the traditional design process, the function allocation strategy of Wings, and the functions of complementing and interpreting the human.

Schutte, Paul C.↗
NASA NTRS1993

Mission Operations and Command Assurance: Flight Operations Quality Improvements

Flight mission operations systems place human operators in demanding, high risk environments. The objective of Mission Operations and Command Assurance (MO&CA) is to help improve the operational reliability of flight projects by reducing error -- Pareto Analysis shows that the human is the largest error category. MO&CA is a system level task reporting to project flight management and JPL Systems Assurance Division. MO&CA provides direct transfer of knowledge, continuous process improvement, and communication facilitation.

mission↗
NASA NTRS2003

Short-term adaptation of the VOR: non-retinal-slip error signals and saccade substitution

We studied short-term (30 min) adaptation of the vestibulo-ocular reflex (VOR) in five normal humans using a "position error" stimulus without retinal image motion. Both before and after adaptation a velocity gain (peak slow-phase eye velocity/peak head velocity) and a position gain (total eye movement during chair rotation/amplitude of chair motion) were measured in darkness using search coils. The vestibular stimulus was a brief ( approximately 700 ms), 15 degrees chair rotation in darkness (peak velocity 43 degrees /s). To elicit adaptation, a straight-ahead fixation target disappeared during chair movement and when the chair stopped the target reappeared at a new location in front of the subject for gain-decrease (x0) adaptation, or 10 degrees opposite to chair motion for gain-increase (x1.67) adaptation. This position-error stimulus was effective at inducing VOR adaptation, though for gain-increase adaptation the primary strategy was to substitute augmenting saccades during rotation while for gain-decrease adaptation both corrective saccades and a decrease in slow-phase velocity occurred. Finally, the presence of the position-error signal alone, at the end of head rotation, without any attempt to fix upon it, was not sufficient to induce adaptation. Adaptation did occur, however, if the subject did make a saccade to the target after head rotation, or even if the subject paid attention to the new location of the target without actually looking at it.

Non-NASA Center↗
NASA NTRS1994

Advanced Teleoperator Control System

Proposed teleoperator control system incorporates several advanced features to improve coordination between remote robotic manipulator (slave arm) and human operator at control manipulator (master arm). Provides superior performance in terms of error profiles and task-completion time in presence of human control errors varying over wide range and maintains stability under large signal-propagation delays. System highly robust in presence of nonlinearities and incorrect human commands in both position and rate modes of control.

Lee, Sukhan↗
DOE OSTI2024

Evaluating the mutagenicity of N-nitrosodimethylamine in 2D and 3D HepaRG cell cultures using error-corrected next generation sequencing

Human liver-derived metabolically competent HepaRG cells have been successfully employed in both two-dimensional (2D) and 3D spheroid formats for performing the comet assay and micronucleus (MN) assay. In the present study, we have investigated expanding the genotoxicity endpoints evaluated in HepaRG cells by detecting mutagenesis using two error-corrected next generation sequencing (ecNGS) technologies, Duplex Sequencing (DS) and High-Fidelity (HiFi) Sequencing. Both HepaRG 2D cells and 3D spheroids were exposed for 72 h to N-nitrosodimethylamine (NDMA), followed by an additional incubation for the fixation of induced mutations. NDMA-induced DNA damage, chromosomal damage, and mutagenesis were determined using the comet assay, MN assay, and ecNGS, respectively. The 72-h treatment with NDMA resulted in concentration-dependent increases in cytotoxicity, DNA damage, MN formation, and mutation frequency in both 2D and 3D cultures, with greater responses observed in the 3D spheroids compared to 2D cells. The mutational spectrum analysis showed that NDMA induced predominantly A:T → G:C transitions, along with a lower frequency of G:C → A:T transitions, and exhibited a different trinucleotide signature relative to the negative control. These results demonstrate that the HepaRG 2D cells and 3D spheroid models can be used for mutagenesis assessment using both DS and HiFi Sequencing, with the caveat that severe cytotoxic concentrations should be avoided when conducting DS. With further validation, the HepaRG 2D/3D system may become a powerful human-based metabolically competent platform for genotoxicity testing.

3D spheroids↗
NASA NTRSDate not supplied

A Data-Driven Approach to Recognizing and Understanding Human Contributions to Aviation Safety

Data-driven decisions about safety management and design of safety-critical systems are limited by the available data, which influence, and are influenced by, how decision makers characterize problems and identify solutions. In the commercial aviation domain, large volumes of data are collected and analyzed on the failures and errors that result in infrequent incidents and accidents, but in the absence of data on safety-producing behaviors, safety management and system design decisions are based on a small sample of non-representative safety data. Analysis of aviation accident data suggests that human error is implicated in up to 80% of accidents, which has been used to justify future visions for aviation in which the roles of human operators are greatly diminished or eliminated in the interest of creating a safer aviation system. However, failure to fully consider the human contributions to aviation safety represents a significant and largely unrecognized risk when making policy decisions about safety management and system design. Opportunities exist to leverage the vast amount of data that have already been collected, or could be easily obtained, to increase our understanding of human contributions to safety in commercial aviation. This presentation will focus on those opportunities as well as the challenges associated with collecting and analyzing data on operators’ safety-producing behaviors.

Safety↗
NASA NTRS1958

The Effects of Longitudinal Control-System Dynamics on Pilot Opinion and Response Characteristics as Determined from Flight Tests and from Ground Simulator Studies

The results of a fixed-base simulator study of the effects of variable longitudinal control-system dynamics on pilot opinion are presented and compared with flight-test data. The control-system variables considered in this investigation included stick force per g, time constant, and dead-band, or stabilizer breakout force. In general, the fairly good correlation between flight and simulator results for two pilots demonstrates the validity of fixed-base simulator studies which are designed to complement and supplement flight studies and serve as a guide in control-system preliminary design. However, in the investigation of certain problem areas (e.g., sensitive control-system configurations associated with pilot- induced oscillations in flight), fixed-base simulator results did not predict the occurrence of an instability, although the pilots noted the system was extremely sensitive and unsatisfactory. If it is desired to predict pilot-induced-oscillation tendencies, tests in moving-base simulators may be required. It was found possible to represent the human pilot by a linear pilot analog for the tracking task assumed in the present study. The criterion used to adjust the pilot analog was the root-mean-square tracking error of one of the human pilots on the fixed-base simulator. Matching the tracking error of the pilot analog to that of the human pilot gave an approximation to the variation of human-pilot behavior over a range of control-system dynamics. Results of the pilot-analog study indicated that both for optimized control-system dynamics (for poor airplane dynamics) and for a region of good airplane dynamics, the pilot response characteristics are approximately the same.

Sadoff, Melvin↗
NASA NTRS1975

A multiloop approach to modeling motion sensor responses

By using a least squares identification algorithm, a multiloop approach is taken to effectively model the response characteristics of the motion sensors. The inputs to the model include the possible sources of information provided to the human via his motion sensing system. One input models the response of the angular acceleration sensors (second derivative of position) and the second input models the response of the linear sensors (sine of position). The third input is the visual display error provided to the human in the closed loop tracking experiment. Data from a roll axis tracking simulation were analyzed. The major source of pilot lead under the motion mode of operation is discussed for control of plants in which motion information improved performance and in which there was no improvement in performance.

Junker, A. M.↗