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At least 433 records · Page 24

Systems performance monitoring for advanced manned spacecraft

Optimum system mechanizations for advanced manned spacecraft are considered. Several studies have proposed automation of the onboard system management task, with functions such as system status monitoring, configuration management, and redundancy management being accomplished under computer control. An experimental system was used in the laboratory to investigate hardware and software requirements for accomplishing these onboard system management functions. A performance monitor system is proposed for the space shuttle. This system provides support to the flight crew in the management of all onboard systems but does not perform critical switching functions during the flight phase.

Chambers, T. V.↗

Collaboration technology and space science

A summary of available collaboration technologies and their applications to space science is presented as well as investigations into remote coaching paradigms and the role of a specific collaboration tool for distributed task coordination in supporting such teleoperations. The applicability and effectiveness of different communication media and tools in supporting remote coaching are investigated. One investigation concerns a distributed check-list, a computer-based tool that allows a group of people, e.g., onboard crew, ground based investigator, and mission control, to synchronize their actions while providing full flexibility for the flight crew to set the pace and remain on their operational schedule. This autonomy is shown to contribute to morale and productivity.

Leiner, Barry M.↗

Conflict Resolution Performance in an Experimental Study of En Route Free Maneuvering Operations

NASA has developed a far-term air traffic management concept, termed Distributed Air/Ground Traffic Management (DAG-TM). One component of DAG-TM, En Route Free Maneuvering, allows properly trained flight crews of equipped autonomous aircraft to assume responsibility for separation from other autonomous aircraft and from Instrument Flight Rules (IFR) aircraft. Ground-based air traffic controllers continue to separate IFR traffic and issue flow management constraints to all aircraft. To examine En Route Free Maneuvering operations, a joint human-in-the-loop experiment was conducted in summer 2004 at the NASA Ames and Langley Research Centers. Test subject pilots used desktop flight simulators to resolve traffic conflicts and adhere to air traffic flow constraints issued by subject controllers. The experimental airspace integrated both autonomous and IFR aircraft at varying traffic densities. This paper presents a subset of the En Route Free Maneuvering experimental results, focusing on airborne and ground-based conflict resolution, and the effects of increased traffic levels on the ability of pilots and air traffic controllers to perform this task. The results show that, in general, increases in autonomous traffic do not significantly impact conflict resolution performance. In addition, pilot acceptability of autonomous operations remains high throughout the range of traffic densities studied. Together with previously reported findings, these results continue to support the feasibility of the En Route Free Maneuvering component of DAG-TM.

Doble, Nathan A.↗

Flight Schedule and the Circadian Clock Influence on Sleep Loss During Overnight Cargo Operations

Thirty-four flight crew members were monitored before, during, and after two 8-day overnight cargo duty patterns which involved multiple flights at night crossing no more than one time zone per 24 h. Rectal temperature, heart rate, and wrist activity were recorded every 2 min. Sleep quantity and quality, and nap timing, were noted in a logbook. To reduce the masking effects of physical activity on temperature, 0.28 C was added to each subject's raw temperature data whenever he reported being asleep. For both masked and unmasked data, daily temperature minima were estimated from the multiple complex demodulated waveform. The temperature minima did not show a progressive adaptation to night duty, which was interrupted by a night off after 5 nights on one trip pattern and after 3 nights on the other. On duty days, the average temperature minimum delayed by about 3 h, occurring near the end of the duty period. Daytime sleep episodes averaged 2.9 h shorter than nighttime sleep episodes, and were rated as lighter, less restorative, and poorer overall. Fifty-three percent of subjects slept more than once per 24 h while they were on night duty, compared to 17% when able to sleep at night. The total sleep per 24 h on duty days averaged 1.2 h less than pretrip. Twenty-nine percent of subjects lost more than 2 h of sleep per 24 h across the 8-day duty patterns. After night duty, subjects awoke around 1400 local time, even when they had slept 2-3 h less than a normal nocturnal sleep episode. Consequently, the duration of morning sleep episodes was correlated with the off-duty time (multiple r(sup 2)=0.44, F=37.23, p less than 0.0001). Anecdotally, crew members complained of being unable to sleep longer and not feeling well-rested. These wakeups were clustered 6 h after the temperature minimum, which suggests that they may have been a response to the circadian wakeup signal. Daytime layovers in which crew members were able to sleep again in the evening ended later (0200-0300) and were longer (average 19.2 h versus 14.8 h) than those in which they slept only once in the morning. Overnight cargo crew members are working around the time of the circadian nadir with an accumulating sleep debt. Two scheduling factors affect sleep loss during these operations: how long before the circadian wakeup signal crew members come off duty, and whether the layover lasts long enough to permit a second sleep episode in the early evening.

Gander, Philippa H.↗

STS-103 Crew at Breakfast, Suiting, Departing O&C

The Hubble Space Telescope (HST) team is preparing for NASA's third scheduled service call to Hubble. This mission, STS-103, will launch from Kennedy Space Center aboard the Space Shuttle Discovery. The seven flight crew members for STS-103 are: Commander Curtis L. Brown (his sixth flight), Pilot Scott J. Kelly and European Space Agency (ESA) astronaut Jean-Francois Clervoy (his third flight) will join space walkers Steven L. Smith (his third flight), C. Michael Foale (his fifth flight), John M. Grunsfeld (his third flight) and ESA astronaut Claude Nicollier (his fourth flight). This current video presents a live footage of the seven STS-103 crewmembers eating breakfast, suiting, and departing the O&C (Operations and Checkout) before the 6:50 p.m. lift-off.

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Man-Vehicle Systems Research Facility - Design and operating characteristics

This paper describes the full-mission flight simulation facility at the NASA Ames Research Center. The Man-Vehicle Systems Research Facility (MVSRF) supports aeronautical human factors research and consists of two full-mission flight simulators and an air-traffic-control simulator. The facility is used for a broad range of human factors research in both conventional and advanced aviation systems. The objectives of the research are to improve the understanding of the causes and effects of human errors in aviation operations, and to limit their occurrence. The facility is used to: (1) develop fundamental analytical expressions of the functional performance characteristics of aircraft flight crews; (2) formulate principles and design criteria for aviation environments; (3) evaluate the integration of subsystems in contemporary flight and air traffic control scenarios; and (4) develop training and simulation technologies.

Shiner, Robert J.↗

Adaptive aeroelastic composite wings - Control and optimization issues

High-performance aircraft are adaptive machines composed of internal structural skeletons to which are attached control surfaces operated by hydraulic muscles to allow them to maneuver. The flight crew, avionic sensors and systems function as the brain and nervous system to adapt the machine to changing flight conditions, such as take-off, cruise and landing. The development of new materials that can expand or contract on command or change stiffness on demand will blur the now distinct boundaries between the structure, actuators and the control system. This paper discusses the use of imbedded active piezoelectric materials to change the aeroelastic stiffness of a lifting surface to allow this surface to control the aircraft. Expressions are developed for the piezoelectric material effectiveness when these active materials are combined with advanced composite structural materials for a swept, high-aspect-ratio wing. The interaction between advanced composite material properties and piezoelectric electromechanical properties is examined. The importance of choosing the proper active control laws is also illustrated.

Weisshaar, Terrence A.↗

STS-94 Day 15 Highlights

On this fifteenth day of the STS-94 mission the flight crew, Cmdr. James D. Halsell, Jr., Pilot Susan L. Still, Payload Cmdr. Janice E. Voss, Mission Specialists Michael L. Gernhardt and Donald A. Thomas, and Payload Specialists Gregory T. Linteris and Roger K. Crouch express thanks to all those on the ground who prepared the shuttle, crew, and payload for an unprecedented repeat launch to complete work with the Microgravity Science Laboratory. The first flight of Columbia with the laboratory, then designated mission STS-83, was cut short due to a faulty fuel cell.

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Use of Human Modeling Simulation Software in the Task Analysis of the Environmental Control and Life Support System Component Installation Procedures

Virtual reality and simulation applications are becoming widespread in human task analysis. These programs have many benefits for the Human Factors Engineering field. Not only do creating and using virtual environments for human engineering analyses save money and time, this approach also promotes user experimentation and provides increased quality of analyses. This paper explains the human engineering task analysis performed on the Environmental Control and Life Support System (ECLSS) space station rack and its Distillation Assembly (DA) subsystem using EAI's human modeling simulation software, Jack. When installed on the International Space Station (ISS), ECLSS will provide the life and environment support needed to adequately sustain crew life. The DA is an Orbital Replaceable Unit (ORU) that provides means of wastewater (primarily urine from flight crew and experimental animals) reclamation. Jack was used to create a model of the weightless environment of the ISS Node 3, where the ECLSS is housed. Computer aided drawings of the ECLSS rack and DA system were also brought into the environment. Anthropometric models of a 95th percentile male and 5th percentile female were used to examine the human interfaces encountered during various ECLSS and DA tasks. The results of the task analyses were used in suggesting modifications to hardware and crew task procedures to improve accessibility, conserve crew time, and add convenience for the crew. This paper will address some of those suggested modifications and the method of presenting final analyses for requirements verification.

Estes, Samantha↗

Descent and Landing Triggers for the Orion Multi-Purpose Crew Vehicle Exploration Flight Test-1

The Orion Multi-Purpose Crew Vehicle (MPCV) will perform a flight test known as Exploration Flight Test-1 (EFT-1) currently scheduled for 2014. One of the primary functions of this test is to exercise all of the important Guidance, Navigation, Control (GN&C), and Propulsion systems, along with the flight software for future flights. The Descent and Landing segment of the flight is governed by the requirements levied on the GN&C system by the Landing and Recovery System (LRS). The LRS is a complex system of parachutes and flight control modes that ensure that the Orion MPCV safely lands at its designated target in the Pacific Ocean. The Descent and Landing segment begins with the jettisoning of the Forward Bay Cover and concludes with sensing touchdown. This paper discusses the requirements, design, testing, analysis and performance of the current EFT-1 Descent and Landing Triggers flight software.

Bihari, Brian D.↗

STS-79 Flight Day 4

On this fourth day of the STS-79 mission, the flight crew, Cmdr. William F. Readdy, Pilot Terrence W. Wilcutt, Mission Specialists, Thomas D. Akers, John Blaha, Jay Apt, and Carl E. Walz, are seen docking with the Mir Space Station. After two hours of pressure and leak checks, the hatches between the two spacecraft is then opened. The two crews are seen greeting one another to begin five days of joint operations. The rendezvous and docking went flawlessly as Readdy flew the orbiter manually through the final 2,000 feet. Docking occurred within seconds of the pre-planned time and flight controllers reported that only slight oscillations were felt through the Orbiter Docking System as the two spacecraft locked together. Within hours of the hatch opening, crew members John Blaha and Shannon Lucid formally swapped places before going to bed with Blaha becoming a member of the Mir-22 crew and Lucid joining the STS-79 crew to wrap up 179 days as a member of the Mir station. Blaha joins Mir 22 Commander Valery Korzun and Flight Engineer Alexander Kaleri on Mir for the next four months. Soon after the crew members completed their welcoming ceremony, they went to work, hauling bags of water and other supplies from the Shuttle's Spacehab module into the Mir. More than 4000 pounds of equipment and logistical supplies will be transferred to the Mir before Atlantis undocks from the space station.

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The Integrated Sensor System Data Enhancement Package

The purpose of the Integrated Sensor System (ISS) Data Enhancement Package (DEP) is to improve the accuracies of the data obtained from the inflight tests performed on aircraft. The DEP is a microprocessor-based, flight-qualified electronics package that assimilates data from a Ring Laser Gyro (RGL) system, a standard NASA air data package, and other inputs. The DEP then processes these inputs in real-time to obtain optimal estimates of the aircraft velocity, attitude, and altitude. These estimates can be passed to the flight crew, downlinked, and/or stored on a mass storage medium. The DEP is now being built for the NASA Dryden Flight Research Center. Completion is anticipated in early 1984. A primary use of the ISS/DEP will be for the collection of quality data for the estimation of aircraft aerodynamic coefficients, including stability derivatives, using system identification methods. Initial anticipated applications will be on the AV-8B, F-14, and X-29 test aircraft.

Trankle, T. L.↗

The Unwritten Contract

Hosted by former STS-1 Astronaut Bob Crippen, this video highlights the Space Shuttle program team's commitment to quality assurance as being the unwritten contract all workers in the shuttle program have with the flight crews: To keep them and the whole Space Transportation System safe. The video is presented by the Marshall Space Flight Center's Safety, Reliability, Maintainability, and Quality Assurance Office (SRM&QA).

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NASA Johnson Space Center Biomedical Research Resources

Johnson Space Center (JSC) medical sciences laboratories constitute a national resource for support of medical operations and life sciences research enabling a human presence in space. They play a critical role in evaluating, defining, and mitigation the untoward effect of human adaption to space flight. Over the years they have developed the unique facilities and expertise required to perform: biomedical sample analysis and physiological performance tests supporting medical evaluations of space flight crew members and scientific investigations of the operationally relevant medical, physiological, cellular, and biochemical issues associated with human space flight. A general overview of these laboratories is presented in viewgraph form.

Paloski, W. H.↗

A Cockpit Display Designed to Enable Limited Flight Deck Separation Responsibility

Cockpit displays need to be substantially improved to serve the goals of situational awareness, conflict detection, and path replanning, in Free Flight. This paper describes the design of such an advanced cockpit display, along with an initial simulation based usability evaluation. Flight crews were particularly enthusiastic about color coding for relative altitude, dynamically pulsing predictors, and the use of 3-D flight plans for alerting and situational awareness.

Johnson, Walter W.↗

Evaluation of Aerobic Standards for Lunar Surface Extravehicular Activities

Introduction: As NASA prepares to return to the Moon, astronauts will need to be physically primed to successfully execute Extravehicular Activities (EVA) on the Lunar surface. Compared to past Apollo missions, Artemis missions will include EVAs of increased physical demand, frequency, intensity, and duration, thus requiring adequate fitness to successfully and safely complete mission objectives. The physical demand associated with partial gravity (g) EVAs on the Moon is expected to be greater compared to microgravity EVAs based on initial workload estimation. Currently, aerobic fitness standards for partial g EVAs are not well supported by high-fidelity data and require further research for establishing standards to protect crew health and performance during Lunar surface missions. Therefore, the aim of this investigation is to characterize metabolic data from Lunar analog simulations and in-flight crew population aerobic capacity data to validate the current NASA 3001 standard for celestial partial g aerobic fitness (aerobic capacity (VO_2pk) ≥36.5ml/kg/min). Methods: In order to evaluate aerobic fitness requirements for Lunar EVAs, the following were performed: 1) preliminary analysis of long-duration (6 hr) EVA analog simulations in the Neutral Buoyancy Laboratory (NBL) and the Active Response Gravity Offload System (ARGOS) to evaluate expected metabolic rates for 1/6 g EVAs (NBL: n=1 female; ARGOS: n=1 male) and 2) assessment of the current NASA 3001 celestial surface EVA aerobic standard (aerobic capacity (VO_2pk) ≥36.5ml/kg/min) with data from an ISS astronaut population (n=30 male + 13 female) captured before and during space flight (flight day 15). Preliminary Results: Average fractional aerobic capacity during simulated EVAs were 33%±7% VO_2pk and 23.3±7% VO_2pk in the NBL and ARGOS, respectively. This was within a previously predicted 30–40% sustainable work rate. Average metabolic rates for some tasks performed in the NBL, such as traverse (40.4% VO_2pk) and ingress (47.1% VO_2pk) were higher than the predicted sustainable work range. In ARGOS, the tasks with the greatest metabolic rates were object relocation (34.2% VO_2pk) and incapacitated crew rescue (27.0% VO_2pk). Characterization of ISS crewmember aerobic capacity determined that the average preflight VO_2pk was 42.1±5.4 ml/kg/min for females and 37.5±5.4 ml/kg/min for males. At preflight, 21.5% of crewmembers were below the 36.5 ml/kg/min in-mission aerobic standard for celestial surface EVA as outlined in NASA-STD-3001. In-flight, both female and male crewmembers experienced reductions in VO_2pk (11.7% and 10.9%, respectively), such that, during the mission, 62% of crewmembers were below the standard aerobic capacity level for celestial surface EVAs. Conclusions: Our preliminary data suggest that while average metabolic rates for simulated Lunar EVA fall within the 30–40% sustainable work range, task specific metabolic rates exceed this range and may indicate that greater fitness is necessary for more strenuous tasks expected to be performed on the Lunar surface. Additionally, deconditioning due to space flight results in most crewmembers falling below the current celestial partial g EVA standard, which may increase risk to crew health and performance and completing mission objectives for surface missions. Further research is necessary in Artemis-specific analog environments to validate the current NASA-3001 aerobic standard for celestial EVAs. Additionally, work is ongoing to validate the current NASA-3001 strength standard for celestial EVAs.

N.C. Strock↗

Crew performance and communication: Performing a terrain navigation task

A study was conducted to examine the map and route cues pilots use while navigating under controlled, but realistic, nap-of-the-earth (NOE) flight conditions. US Army helicopter flight crews were presented a map and route overlay and asked to perform normal mission planning. They then viewed a video-recording of the out-the-window scene during low-level flights, without the route overlay, and were asked periodically to locate their current position on the map. The pilots and navigators were asked to communicate normally during the planning and flight phases. During each flight the navigator's response time, accuracy, and subjective workload were assessed. Post-flight NASA-TLX workload ratings were collected. No main effect of map orientation (north-up vs. track-up) was found for errors or response times on any of the tasks evaluated. Navigators in the north-up group rated their workload lower than those in the track-up group.

Battiste, Vernol↗

STS-78 Flight Day 4

On this fourth day of the STS-78 mission, the flight crew, Cmdr. Terence T. Henricks, Pilot Kevin R. Kregel, Payload Cmdr. Susan J. Helms, Mission Specialists Richard M. Linnehan, Charles E. Brady, Jr., and Payload Specialists Jean-Jacques Favier, Ph.D. and Robert B. Thirsk, M.D., discuss the flight during an interview with the Cable News Network (CNN). The crew then continues research concentrated on the Torque Velocity Dynamometer measurements of leg and arm muscle power, the Astronaut Lung Function Experiment, and effects of microgravity exercise with the bicycle ergometer and its associated instruments.

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