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The project implements an architecture for delivery of integrated health management capabilities for the 21st Century launch complex. The delivered capabilities include anomaly detection, fault isolation, prognostics and physics based diagnostics.
The rapid change in Arctic sea ice in recent decades has led to a rising demand for seasonal sea ice prediction. A recent modeling study that employed a prognostic melt pond model in a stand-alone sea ice model found that September Arctic sea ice extent can be accurately predicted from the melt pond fraction in May. Here we show that satellite observations show no evidence of predictive skill in May. However, we find that a significantly strong relationship (high predictability) first emerges as the melt pond fraction is integrated from early May to late June, with a persistent strong relationship only occurring after late July. Our results highlight that late spring to mid summer melt pond information is required to improve the prediction skill of the seasonal sea ice minimum. Furthermore, satellite observations indicate a much higher percentage of melt pond formation in May than does the aforementioned model simulation, which points to the need to reconcile model simulations and observations, in order to better understand key mechanisms of melt pond formation and evolution and their influence on sea ice state.
To implement fault tolerant autonomy in future space systems, it will be necessary to integrate planning, adaptive control, and state estimation subsystems. However, integrating these subsystems is difficult, time-consuming, and error-prone. This paper describes Intelliface/ADAPT, a software testbed that helps researchers develop and test alternative strategies for integrating planning, execution, and diagnosis subsystems more quickly and easily. The testbed's architecture, graphical data displays, and implementations of the integrated subsystems support easy plug and play of alternate components to support research and development in fault-tolerant control of autonomous vehicles and operations support systems. Intelliface/ADAPT controls NASA's Advanced Diagnostics and Prognostics Testbed (ADAPT), which comprises batteries, electrical loads (fans, pumps, and lights), relays, circuit breakers, invertors, and sensors. During plan execution, an experimentor can inject faults into the ADAPT testbed by tripping circuit breakers, changing fan speed settings, and closing valves to restrict fluid flow. The diagnostic subsystem, based on NASA's Hybrid Diagnosis Engine (HyDE), detects and isolates these faults to determine the new state of the plant, ADAPT. Intelliface/ADAPT then updates its model of the ADAPT system's resources and determines whether the current plan can be executed using the reduced resources. If not, the planning subsystem generates a new plan that reschedules tasks, reconfigures ADAPT, and reassigns the use of ADAPT resources as needed to work around the fault. The resource model, planning domain model, and planning goals are expressed using NASA's Action Notation Modeling Language (ANML). Parts of the ANML model are generated automatically, and other parts are constructed by hand using the Planning Model Integrated Development Environment, a visual Eclipse-based IDE that accelerates ANML model development. Because native ANML planners are currently under development and not yet sufficiently capable, the ANML model is translated into the New Domain Definition Language (NDDL) and sent to NASA's EUROPA planning system for plan generation. The adaptive controller executes the new plan, using augmented, hierarchical finite state machines to select and sequence actions based on the state of the ADAPT system. Real-time sensor data, commands, and plans are displayed in information-dense arrays of timelines and graphs that zoom and scroll in unison. A dynamic schematic display uses color to show the real-time fault state and utilization of the system components and resources. An execution manager coordinates the activities of the other subsystems. The subsystems are integrated using the Internet Communications Engine (ICE). an object-oriented toolkit for building distributed applications.
Five-year simulation experiments with a multi-scale modeling Framework (MMF) with a advanced intermediately prognostic higher-order turbulence closure (IPHOC) in its cloud resolving model (CRM) component, also known as SPCAM-IPHOC (super parameterized Community Atmospheric Model), are performed to understand the fast tropical (30S-30N) cloud response to an instantaneous doubling of CO2 concentration with SST held fixed at present-day values. SPCAM-IPHOC has substantially improved the low-level representation compared with SPCAM. It is expected that the cloud responses to greenhouse warming in SPCAM-IPHOC is more realistic. The change of rising motion, surface precipitation, cloud cover, and shortwave and longwave cloud radiative forcing in SPCAM-IPHOC from the greenhouse warming will be presented in the presentation.
The Aviation Safety Program (AvSP) System-Wide Safety and Assurance Technologies (SSAT) Project asked the AvSP Systems and Portfolio Analysis Team to identify SSAT-related trends. SSAT had four technical challenges: advance safety assurance to enable deployment of NextGen systems; automated discovery of precursors to aviation safety incidents; increasing safety of human-automation interaction by incorporating human performance, and prognostic algorithm design for safety assurance. This report reviews incident data from the NASA Aviation Safety Reporting System (ASRS) for system-component-failure- or-malfunction- (SCFM-) related and human-factor-related incidents for commercial or cargo air carriers (Part 121), commuter airlines (Part 135), and general aviation (Part 91). The data was analyzed by Federal Aviation Regulations (FAR) part, phase of flight, SCFM category, human factor category, and a variety of anomalies and results. There were 38 894 SCFM-related incidents and 83 478 human-factorrelated incidents analyzed between January 1993 and April 2011.
The utility of Prognostics and Health Management (PHM) software capability applied to Autonomous Operations (AO) remains an active research area within aerospace applications. The ability to gain insight into which assets and subsystems are functioning properly, along with the derivation of confident predictions concerning future ability, reliability, and availability, are important enablers for making sound mission planning decisions. When coupled with software that fully supports mission planning and execution, an integrated solution can be developed that leverages state assessment and estimation for the purposes of delivering autonomous operations. The authors have been applying this integrated, model-based approach to the autonomous loading of cryogenic spacecraft propellants at Kennedy Space Center.
The development of multidisciplinary integrated Structural Health Management (SHM) tools will enable accurate detection, and prognosis of damaged aircraft under normal and adverse conditions during flight. As part of the digital twin concept, methodologies are developed by using integrated multiphysics models, sensor information and input data from an in-service vehicle to mirror and predict the life of its corresponding physical twin. SHM tools are necessary for both damage diagnostics and prognostics for continued safe operation of damaged aircraft structures. The adverse conditions include loss of control caused by environmental factors, actuator and sensor faults or failures, and structural damage conditions. A major concern in these structures is the growth of undetected damage/cracks due to fatigue and low velocity foreign object impact that can reach a critical size during flight, resulting in loss of control of the aircraft. To avoid unstable, catastrophic propagation of damage during a flight, load levels must be maintained that are below a reduced load-carrying capacity for continued safe operation of an aircraft. Hence, a capability is needed for accurate real-time predictions of damage size and safe load carrying capacity for structures with complex damage configurations. In the present work, a procedure is developed that uses guided wave responses to interrogate damage. As the guided wave interacts with damage, the signal attenuates in some directions and reflects in others. This results in a difference in signal magnitude as well as phase shifts between signal responses for damaged and undamaged structures. Accurate estimation of damage size, location, and orientation is made by evaluating the cumulative signal responses at various pre-selected sensor locations using a genetic algorithm (GA) based optimization procedure. The damage size, location, and orientation is obtained by minimizing the difference between the reference responses and the responses obtained by wave propagation finite element analysis of different representative cracks, geometries, and sizes.
The feed-forward relationship between diagnosis and prognosis is the foundation of both aircraft structural health management and the digital twin concept. Measurements of structural response are obtained either in-situ with mounted sensor networks or offline using more traditional techniques (e.g., nondestructive evaluation). Diagnosis algorithms process this information to detect and quantify damage and then feed this data forward to a prognostic framework. A prognosis of the structure's future operational readiness (e.g., remaining useful life or residual strength) is then made and is used to inform mission- critical decision-making. Years of research have been devoted to improving the elements of this process, but the process itself has not changed significantly. Here, a new approach is proposed in which prognosis information is not only fed forward for decision-making, but it is also fed back to the forthcoming diagnosis. In this way, diagnosis algorithms can take advantage of a priori information about the expected state of health, rather than operating in an uninformed condition. As a feasibility test, a diagnosis-prognosis feedback loop of this manner is demonstrated. The approach is applied to a numerical example in which fatigue crack growth is simulated in a simple aluminum alloy test specimen. A prognosis was derived from a set of diagnoses which provided feedback to a subsequent set of diagnoses. Improvements in accuracy and a reduction in uncertainty in the prognosis- informed diagnoses were observed when compared with an uninformed diagnostic approach.
A team of researchers from NASA Ames Research Center, Goddard Space Flight Center, the Jet Propulsion Laboratory, and Marshall Space Flight Center, along with university partners at UCLA, conducted an investigation to explore whether downscaling coarse resolution global climate model (GCM) predictions might provide valid insights into the regional impacts sought by decision makers. Since the computational cost of running global models at high spatial resolution for any useful climate scale period is prohibitive, the hope for downscaling is that a coarse resolution GCM provides sufficiently accurate synoptic scale information for a regional climate model (RCM) to accurately develop fine scale features that represent the regional impacts of a changing climate. As a proxy for a prognostic climate forecast model, and so that ground truth in the form of satellite and in-situ observations could be used for evaluation, the MERRA and MERRA - 2 reanalyses were used to drive the NU - WRF regional climate model and a GEOS - 5 replay. This was performed at various resolutions that were at factors of 2 to 10 higher than the reanalysis forcing. A number of experiments were conducted that varied resolution, model parameterizations, and intermediate scale nudging, for simulations over the continental US during the period from 2000 - 2010. The results of these experiments were compared to observational datasets to evaluate the output.
Accurate specification of the model error covariances in data assimilation systems is a challenging issue. Ensemble land data assimilation methods rely on stochastic perturbations of input forcing and model prognostic fields for developing representations of input model error covariances. This article examines the limitations of using a single forcing dataset for specifying forcing uncertainty inputs for assimilating snow depth retrievals. Using an idealized data assimilation experiment, the article demonstrates that the use of hybrid forcing input strategies (either through the use of an ensemble of forcing products or through the added use of the forcing climatology) provide a better characterization of the background model error, which leads to improved data assimilation results, especially during the snow accumulation and melt-time periods. The use of hybrid forcing ensembles is then employed for assimilating snow depth retrievals from the AMSR2 (Advanced Microwave Scanning Radiometer 2) instrument over two domains in the continental USA with different snow evolution characteristics. Over a region near the Great Lakes, where the snow evolution tends to be ephemeral, the use of hybrid forcing ensembles provides significant improvements relative to the use of a single forcing dataset. Over the Colorado headwaters characterized by large snow accumulation, the impact of using the forcing ensemble is less prominent and is largely limited to the snow transition time periods. The results of the article demonstrate that improving the background model error through the use of a forcing ensemble enables the assimilation system to better incorporate the observational information.
The Ocean Model Intercomparison Project (OMIP) focuses on the physics and biogeochemistry of the ocean component of Earth system models participating in the sixth phase of the Coupled Model Intercomparison Project (CMIP6). OMIP aims to provide standard protocols and diagnostics for ocean models, while offering a forum to promote their common assessment and improvement. It also offers to compare solutions of the same ocean models when forced with reanalysis data (OMIP simulations) vs. when integrated within fully coupled Earth system models (CMIP6). Here we detail simulation protocols and diagnostics for OMIP's biogeochemical and inert chemical tracers. These passive-tracer simulations will be coupled to ocean circulation models, initialized with observational data or output from a model spin-up, and forced by repeating the 1948-2009 surface fluxes of heat, fresh water, and momentum. These so-called OMIP-BGC simulations include three inert chemical tracers (CFC-11, CFC-12, SF [subscript] 6) and biogeochemical tracers (e.g., dissolved inorganic carbon, carbon isotopes, alkalinity, nutrients, and oxygen). Modelers will use their preferred prognostic BGC model but should follow common guidelines for gas exchange and carbonate chemistry. Simulations include both natural and total carbon tracers. The required forced simulation (omip1) will be initialized with gridded observational climatologies. An optional forced simulation (omip1-spunup) will be initialized instead with BGC fields from a long model spin-up, preferably for 2000 years or more, and forced by repeating the same 62-year meteorological forcing. That optional run will also include abiotic tracers of total dissolved inorganic carbon and radiocarbon, CTabio and 14CTabio, to assess deep-ocean ventilation and distinguish the role of physics vs. biology. These simulations will be forced by observed atmospheric histories of the three inert gases and CO2 as well as carbon isotope ratios of CO2. OMIP-BGC simulation protocols are founded on those from previous phases of the Ocean Carbon-Cycle Model Intercomparison Project. They have been merged and updated to reflect improvements concerning gas exchange, carbonate chemistry, and new data for initial conditions and atmospheric gas histories. Code is provided to facilitate their implementation.
A team of researchers from NASA Ames Research Center, Goddard Space Flight Center, the Jet Propulsion Laboratory, and Marshall Space Flight Center, along with university partners at UCLA, conducted an investigation to explore whether downscaling coarse resolution global climate model (GCM) predictions might provide valid insights into the regional impacts sought by decision makers. Since the computational cost of running global models at high spatial resolution for any useful climate scale period is prohibitive, the hope for downscaling is that a coarse resolution GCM provides sufficiently accurate synoptic scale information for a regional climate model (RCM) to accurately develop fine scale features that represent the regional impacts of a changing climate. As a proxy for a prognostic climate forecast model, and so that ground truth in the form of satellite and in-situ observations could be used for evaluation, the MERRA and MERRA-2 reanalyses were used to drive the NU-WRF regional climate model and a GEOS-5 replay. This was performed at various resolutions that were at factors of 2 to 10 higher than the reanalysis forcing. A number of experiments were conducted that varied resolution, model parameterizations, and intermediate scale nudging, for simulations over the continental US during the period from 2000-2010. The results of these experiments were compared to observational datasets to evaluate the output.
Since its initiation, the System-wide Safety Assurance Technologies (SSAT) Project has been focused on developing multidisciplinary tools and techniques that are verified and validated to ensure prevention of loss of property and life in NextGen and enable proactive risk management through predictive methods. To this end, four technical challenges have been listed to help realize the goals of SSAT, namely (i) assurance of flight critical systems, (ii) discovery of precursors to safety incidents, (iii) assuring safe human-systems integration, and (iv) prognostic algorithm design for safety assurance. The objective of this report is to provide an extensive survey of SSAT-related research accomplishments by researchers within and outside NASA to get an understanding of what the state-of-the-art is for technologies enabling each of the four technical challenges. We hope that this report will serve as a good resource for anyone interested in gaining an understanding of the SSAT technical challenges, and also be useful in the future for project planning and resource allocation for related research.
The Next Generation Air Transportation System (NextGen) incorporates collaborative air traffic management and Trajectory-Based Operations (TBO) in order to significantly increase the capacity, efficiency, and predictability of operations in the National Airspace System (NAS), without decreasing safety. This is enabled by airspace users and service providers sharing knowledge about operations that allows prediction of the complete 4D flight trajectory with as little uncertainty as possible. Additionally, new software and hardware technology is critical to reaching NextGen goals, especially with regard to TBO. What if the technologies that are critical for TBO were to be impaired or fail completely? Should there be a malfunction of a piece of the technology, it must be ensured that the whole system does not break down completely or suffer severe impairment. Instead, operations need to be maintained proportionally to the problem and safety needs to be ensured (graceful degradation). This paper proposes a systematic framework to investigate the vulnerability of TBO to technology disruption, and determine the impact of technological impairment on TBO. Two representative technologies are chosen for detailed investigation and the impact of their impairment on the degradation of TBO is illustrated using a weather-related scenario. XXXX There are several possible directions of future work. We believe it is desirable to develop methods to quantitatively assess the impact of technological disruption on TBO and to have the simulation tools to validate the impact. The availability of prognostics and health management methods could be leveraged to predict technological failure/disruption, thus predicting how TBO will be a ected, and possibly pro-actively mitigating the impact. It is important to develop large-scale scenarios where the e ect of technological impairment is prominent, and identify methods to quantitatively assess the extent of TBO degradation. An important goal of such an investigation is the development of failure-resistant resilient trajectory-based oper- ations. Resilience14, 15 is the property of a system to \bounce back" and resume at least a signi cant portion of its functionalities after degradation due to technological impairment(s). A systems resilience includes properties such as \bu ering capacity" (quantifying disruptions the system can absorb or adapt to without a fundamental breakdown in performance or in the systems structure), \ exibility" (ability to restructure itself in response to external changes or pressures), "margin" (how closely the system is currently operating rela- tive to one or another kind of performance boundary), \tolerance" (whether the system gracefully degrades as stress/pressure increase, or collapses quickly when pressure exceeds adaptive capacity), etc. Future work needs to focus on quantifying and improving the resilience of TBO, and identifying resilient design solutions for aviation.
Systems capabilities on ISHM (Integrated System Health Management) and autonomy have traditionally been addressed separately. This means that ISHM functions, such as anomaly detection, diagnostics, prognostics, and comprehensive system awareness have not been considered traditionally in the context of autonomy functions such as planning, scheduling, and mission execution. One key reason is that although they address systems capabilities, both ISHM and autonomy have traditionally individually been approached as independent strategies and models for analysis. Additionally, to some degree, a unified paradigm for ISHM and autonomy has been difficult to implement due to limitations of hardware and software. This paper explores a unified treatment of ISHM and autonomy in the context of distributed hierarchical autonomous operations.
This paper investigates propsective architectures for decision-making in unmanned aerial systems. When these unmanned vehicles operate in urban environments, there are several sources of uncertainty that affect their behavior, and decision-making algorithms need to be robust to account for these different sources of uncertainty. It is important to account for several risk-factors that affect the flight of these unmanned systems, and facilitate decision-making by taking into consideration these various risk-factors. In addition, there are several technical challenges related to autonomous flight of unmanned aerial systems; these challenges include sensing, obstacle detection, path planning and navigation, trajectory generation and selection, etc. Many of these activities require significant computational power and in many situations, all of these activities need to be performed in real-time. In order to efficiently integrate these activities, it is important to develop a systematic architecture that can facilitate real-time decision-making. Four prospective architectures are discussed in this paper; on one end of the spectrum, the first architecture considers all activities/computations being performed onboard the vehicle whereas on the other end of the spectrum, the fourth and final architecture considers all activities/computations being performed in the cloud, using a new service known as Prognostics as a Service that is being developed at NASA Ames Research Center. The four different architectures are compared, their advantages and disadvantages are explained and conclusions are presented.
A gradual transition from shallow to deep convection may be important both to the continental diurnal cycle of precipitation and to the tropical Madden-Julian Oscillation. However, many existing convection parameterizations transition too readily, with corresponding diurnal and intraseasonal biases. High entrainment rates can be used to delay deep convection, but typically produce mean state biases; this is the "entrainment dilemma." Cold pools and sub-grid organization offer a potential solution to this dilemma, and recent work shows parameterized cold pools can effectively modulate deep convection, with improvements to the diurnal cycle and intraseasonal variability. Here we investigate the effects of a simple prognostic cold pool scheme coupled to the Grell-Freitas convection parameterization, in a set of global simulations with the NASA GEOS model. Air detrained from parameterized downdrafts is maintained in vertically resolved cold pools, which evolve with simplified dynamics. We test several options for cold pool feedbacks on convection, including modifications to deep convective entrainment rates, convective source air properties, and thermodynamic profiles, based on the level of cold pool activity. Cold pool impacts on the diurnal cycle are evaluated against TRMM, and moisture and moist static energy budgets are used to understand changes in tropical intraseasonal variability. Preliminary results show delays in the diurnal cycle of precipitation.
Predicting whether or not vehicle batteries contain sufficient charge to support operations over the remainder of a given flight plan is critical for electric aircraft. This paper describes an approach for identifying upper and lower uncertainty bounds on predictions that aircraft batteries will continue to meet output power and voltage requirements over the remainder of a flight plan. Battery discharge prediction is considered here in terms of the following components; (i) online battery state of charge estimation; (ii) prediction of future battery power demand as a function of an aircraft flight plan; (iii) online estimation of additional parasitic battery loads; and finally, (iv) estimation of flight plan safety. Substantial uncertainty is considered to be an irremovable part of the battery discharge prediction problem. However, high-confidence estimates of flight plan safety or lack of safety are shown to be generated from even highly uncertain prognostic predictions.