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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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS2019

Detect-and-Avoid Alerting Performance for High-Speed UAS and Non-Cooperative Aircraft

This paper presents a set of experiments designed to assess the viability of using a smaller Detect and Avoid (DAA) volume for large Unmanned Aircraft Systems (UAS) when they are trying to remain well clear of non-cooperative visual flight rules (VFR) aircraft, in compliance with Federal regulations. The current DAA volume was defined for both cooperative and non-cooperative VFR traffic by the work of RTCA Special Committee 228 in 2017, in what is referred to in this paper as the Phase 1 standards. Subsequent work by the committee has been focused on enabling operations by smaller UAS that cannot carry the heavy radars required for the Phase 1 DAA Minimum Operational Performance Standards (MOPS). The work discussed in this paper will explore whether a Phase 1 UAS using a Phase 1 radar can use the reduced non-cooperative DAA alerting volume being studied for smaller, slower Phase 2 UAS without significantly degrading system safety. The study uses UAS models and background traffic from previous Phase 1 and Phase 2 research to run an unmitigated simulation that will examine alerting performance using different DAA well clear definitions. The primary metrics are also tied to the alerting performance of the DAA system, and include average alerting times, probabilities of missed and late alerts, and the probability of a near mid-air collision given a loss of "well clear," as defined by the DAA system. Results are expected to help RTCA make the determination whether or not the DAA well clear definition for Phase 1 UAS can be reduced for non-cooperative VFR aircraft.

Cone, Andrew C.↗
NASA NTRS2019

Detect-and-Avoid Alerting Performance for High-Speed UAS and Non-Cooperative Aircraft

This paper presents a set of experiments designed to assess the viability of using a smaller Detect and Avoid (DAA) volume for large Unmanned Aircraft Systems (UAS) when they are trying to remain well clear of non-cooperative visual flight rules (VFR) aircraft, in compliance with Federal regulations. The current DAA volume was defined for both cooperative and non-cooperative VFR traffic by the work of RTCA (Radio Technical Commission for Aeronautics) Special Committee 228 in 2017, in what is referred to in this paper as the Phase 1 standards. Subsequent work by the committee has been focused on enabling operations by smaller UAS that cannot carry the heavy radars required for the Phase 1 DAA Minimum Operational Performance Standards (MOPS). The work discussed in this paper will explore whether a Phase 1 UAS using a Phase 1 radar can use the reduced non-cooperative DAA alerting volume being studied for smaller, slower Phase 2 UAS without significantly degrading system safety. The study uses UAS models and background traffic from previous Phase 1 and Phase 2 research to run an unmitigated simulation that will examine alerting performance using different DAA well clear definitions. The primary metrics are also tied to the alerting performance of the DAA system, and include average alerting times, probabilities of missed and late alerts, and the probability of a near mid-air collision given a loss of "well clear," as defined by the DAA system. Results are expected to help RTCA make the determination whether or not the DAA well clear definition for Phase 1 UAS can be reduced for non-cooperative VFR aircraft.

UAS↗
NASA NTRS2019

Low-Latency Gravitational-Wave Alerts for Multimessenger Astronomy During the Second Advanced LIGO and Virgo Observing Run

Advanced LIGO’s second observing run (O2), conducted from 2016 November 30 to 2017 August 25, combined with Advanced Virgo’s first observations in 2017 August, witnessed the birth of gravitational-wave multimessenger astronomy. The first ever gravitational-wave detection from the coalescence of two neutron stars, GW170817, and its gamma-ray counterpart, GRB 170817A, led to an electromagnetic follow-up of the event at an unprecedented scale. Several teams from across the world searched for EM/neutrino counterparts to GW170817, paving the way for the discovery of optical, X-ray, and radio counterparts. In this article, we describe the online identification of gravitational-wave transients and the distribution of gravitational-wave alerts by the LIGO and Virgo collaborations during O2. We also describe the gravitational-wave observables that were sent in the alerts to enable searches for their counterparts. Finally, we give an overview of the online candidate alerts shared with observing partners during O2. Alerts were issued for 14 candidates, 6 of which have been confirmed as gravitational-wave events associated with the merger of black holes or neutron stars. Of the 14 alerts, 8 were issued less than an hour after data acquisition.

Gravtational waves↗
NASA NTRS2020

An Integrated Model of Models for Global Flood Alerting

A dramatic increase in frequency of minor to major flooding since 2000 has caused significant damage to infrastructure and economic losses across the world. To mitigate and recover from these losses, actions have been taken to build resilient communities and infrastructures. Situational awareness in near real-time is essential to ensure community resilience and enhance response and recovery efforts. Several hydrologic and hydraulic flood models are available at various spatial and temporal resolutions at regional to global scale. Given the global coverage of two operational flood models - GloFAS (Global Flood Awareness System) and GFMS (Global Flood Monitoring System), the first component of this project first focuses on integrating the outputs from these two models to classify flood severity and send alerts based on potential for impacts similar to the USGS PAGER (used for severity alerting and impact analysis for earthquakes). The second component of the project focuses on using flood outputs derived from earth observation data to validate, update and add additional exposure and impact products to flood alerts. The flood impacts and severity information will be disseminated as alerts and maps through the DisasterAWARE platform, operated by the Pacific Disaster Center (PDC), that provides global multi-hazard alerting and Situational Awareness information to the emergency management community and public. In this presentation, the following objectives will be covered: (i) the effective integration of the flood models, (ii) accuracy of the flood model outputs (flood extent and depth) for specific flood events both in the United States and globally in comparison with each other and earth observation data.

Glasscoe, Margaret↗
NASA NTRSDate not supplied

Changes in Alertness and Performance Over Time During Long-Haul Flying Across Multiple Time Zones

BACKGROUND: Long-haul pilots experience high levels of fatigue and circadian disruptions due to long work hours and flying over multiple time zones. The aim of this study was to describe changes in alertness and performance among flight crews during long-haul flights crossing multiple time zones. METHODS: All pilots flying long-haul operations from a single airline were eligible to participate. All participants collected data for ~2 weeks of their normal work schedule within airline operations, with at least two long-haul rotations, including rest days and layovers. Participants wore an Actiwach throughout the entire study period and completed a sleep diary (at bedtime, upon waking up and after each nap). Each participant completed a 5-min Psychomotor Vigilance Task (PVT) and a Karolinska Sleepiness Scale (KSS) pre-flight, on top-of-descent (TOD; inflight) and at the end of each flight (post-flight). Response speed (1/RT x 1000), lapses (RT > 500 ms), and alertness were assessed over time pre-flight, TOD, post-flight, using mixed-effects models with participant as a random factor. Linear models were assumed for response speed and alertness, while a negative binomial distribution was specified for lapses due to overdispersion. RESULTS: Forty-four long-haul pilots participated in the study (5 female; mean age 44.25 ± 10.06 yrs; mean flight hours 9834.3; ± 5334.1 hrs). Lapses increased post-flight relative to pre-flight (F(2, 665) = 3.67, p < 0.05). There was a main effect of response speed (F(2, 665) = 21.45, p < 0.001) with slower speed inflight and postflight compared to preflight (p < 0.001). The KSS increased over time from M = 4.02 (± 1.35) preflight to M = 5.15 (± 1.58) inflight, to M = 6.7 (± 1.51) postflight (F(2, 701) = 182.63, p < 0.001). DISCUSSION: Our preliminary analyses showed that both performance and subjective alertness worsened from the beginning to the end of a flight. Additional analyses will be conducted to investigate the changes in alertness and performance by direction of travel, sleep history, and flight timing and duration.

long-haul↗
NASA NTRS2019

Response Timing: Low Airspeed (Energy) Alerting

In response to NTSB Safety Recommendation A-14-043, the FAA was asked to task a panel of human factors, aviation operations, and aircraft design specialists, such as the Avionics Systems Harmonization Working Group (ASHWG), to develop design requirements for context-dependent low energy alerting systems for airplanes engaged in commercial operations. This recommendation is in association to the July 6, 2013, accident involving a Boeing 777-200ER, Korean registration HL7742, operating as Asiana Airlines flight 214, which was on approach to runway 28L when it struck a seawall at San Francisco International Airport (SFO), San Francisco, California. The FAA asked for human factor support from NASA in developing design requirements for context-dependent low energy alerting systems for airplanes engaged in commercial operations. Recently the ASHWG chair asked for continued support in examining flightcrew alert response timing and requested that NASA update the previous working paper on this subject. This product/paper will be provided to the ASHWG as part of the ongoing assignments from each of the ASHWG members in support of developing requirements and guidance for context-dependent low energy alerting systems for airplanes. The ASHWG is made up of interested parties from government and industry.

response timing↗
NASA NTRS1980

Some human factors issues in the development and evaluation of cockpit alerting and warning systems

A set of general guidelines for evaluating a newly developed cockpit alerting and warning system in terms of human factors issues are provided. Although the discussion centers around a general methodology, it is made specifically to the issues involved in alerting systems. An overall statement of the current operational problem is presented. Human factors problems with reference to existing alerting and warning systems are described. The methodology for proceeding through system development to system test is discussed. The differences between traditional human factors laboratory evaluations and those required for evaluation of complex man-machine systems under development are emphasized. Performance evaluation in the alerting and warning subsystem using a hypothetical sample system is explained.

Randle, R. J., Jr.↗
NASA NTRS1992

Experimental evaluation of candidate graphical microburst alert displays

A piloted flight simulator experiment was conducted to evaluate issues related to the display of microburst alerts on electronic cockpit instrumentation. Issues addressed include display clarity, usefulness of multilevel microburst intensity information, and whether information from multiple sensors should be presented separately or 'fused' into combined alerts. Nine active airline pilots of 'glass cockpit' aircraft participated in the study. Microburst alerts presented on a moving map display were found to be visually clear and useful to pilots. Also, multilevel intensity information coded by colors or patterns was found to be important for decision making purposes. Pilot opinion was mixed on whether to 'fuse' data from multiple sensors, and some resulting design tradeoffs were identified. The positional information included in the graphical alert presentation was found useful by the pilots for planning lateral missed approach maneuvers, but may result in deviations which could interfere with normal airport operations. A number of flight crew training issues were also identified.

Wanke, Craig R.↗
NASA NTRS1992

Experimental evaluation of candidate graphical microburst alert displays

A piloted flight simulator experiment has been conducted to evaluate issues related to the display of microburst alerts on electronic cockpit instrumentation. Issues addressed include display clarity, usefulness of multilevel microburst intensity information, and whether information from multiple sensors should be presented separately or 'fused' into combined alerts. Nine active airline pilots of 'glass-cockpit' aircraft participated in the study. Microburst alerts presented on a moving map display were found to be visually clear and useful to pilots. Also, multilevel intensity information coded by colors or patterns was found to be important for decision-making purposes. Inconclusive results were obtained on whether to 'fuse' data from multiple sensors. The positional information included in the graphical alert presentation was found useful by the pilots for planning lateral missed-approach maneuvers, but may result in deviations which could interfere with normal airport operations.

Wanke, Craig↗
NASA NTRS1991

Hazard assessment and cockpit presentation issues for microburst alerting systems

Issues pertaining to the development of an alerting system for microbursts in the terminal area are studied. A methodology for evaluating microburst hazard criteria is developed on the basis of batch aircraft flight simulations. A preliminary evaluation of a selected set of hazard criteria is performed. The results indicate that the total headwind change along the aircraft flight path ('total divergence') does not correlate well with the approach degradation caused by microbursts. A preliminary piloted simulator study on cockpit presentation of wind shear alerts in verbal, alphanumeric, and graphical formats is performed. Graphical alerts were found to produce better decision-making and lower crew workload, and to be greatly preferred by pilots. Alphanumeric alerts were not well liked and exhibited no advantages over standard verbal radio communications.

Wanke, Craig↗
NASA NTRS1997

Prototype Conflict Alerting Logic for Free Flight

This paper discusses the development of a prototype alerting system for a conceptual Free Flight environment. The concept assumes that datalink between aircraft is available and that conflicts are primarily resolved on the flight deck. Four alert stages are generated depending on the likelihood of a conflict. If the conflict is not resolved by the flight crews, Air Traffic Control is notified to take over separation authority. The alerting logic is based on probabilistic analysis through modeling of aircraft sensor and trajectory uncertainties. Monte Carlo simulations were used over a range of encounter situations to determine conflict probability. The four alert stages were then defined based on probability of conflict and on the number of avoidance maneuvers available to the flight crew. Preliminary results from numerical evaluations and from a piloted simulator study at NASA Ames Research Center are summarized.

Yang, Lee C.↗
NASA NTRS1997

Pilot Non-Conformance to Alerting System Commands

Instances of pilot non-conformance to alerting system commands have been identified in previous studies. Pilot non-conformance changes the final behavior of the system, and therefore may reduce actual performance from that anticipated. A simulator study has examined pilot non-conformance, using the task of collision avoidance during closely spaced parallel approaches as a case study. Consonance between the display and the alerting system was found to significantly improve subject agreement with automatic alerts. Based on these results, a more general discussion of the factors involved in pilot conformance is given, and design guidelines for alerting systems are given.

Pritchett, Amy R.↗
NASA NTRS2003

An Obstacle Alerting System for Agricultural Application

Wire strikes are a significant cause of helicopter accidents. The aircraft most at risk are aerial applicators. The present study examines the effectiveness of a wire alert delivered by way of the lightbar, a GPS-based guidance system for aerial application. The alert lead-time needed to avoid an invisible wire is compared with that to avoid a visible wire. A flight simulator was configured to simulate an agricultural application helicopter. Two pilots flew simulated spray runs in fields with visible wires, invisible wires, and no wires. The wire alert was effective in reducing wire strikes. A lead-time of 3.5 sec was required for the alert to be effective. The lead- time required was the same whether the pilot could see the wire or not.

DeMaio, Joe↗
NASA NTRS2002

An Obstacle Alerting System for Agricultural Application

Wire strikes are a significant cause of helicopter accidents. The aircraft most at risk are aerial applicators. The present study examines the effectiveness of a wire alert delivered by way of the lightbar, a GPS-based guidance system for aerial application. The alert lead-time needed to avoid an invisible wire is compared with that to avoid a visible wire. A flight simulator was configured to simulate an agricultural application helicopter. Two pilots flew simulated spray runs in fields with visible wires, invisible wires, and no wires. The wire alert was effective in reducing wire strikes. A lead-time of 3.5 sec was required for the alert to be effective. The lead-time required was the same whether the pilot could see the wire or not.

DeMaio, Joe↗
NASA NTRS2001

Effects of afternoon "siesta" naps on sleep, alertness, performance, and circadian rhythms in the elderly

STUDY OBJECTIVES: To determine the effects of a 90-minute afternoon nap regimen on nocturnal sleep, circadian rhythms, and evening alertness and performance levels in the healthy elderly. DESIGN AND SETTING: Nine healthy elderly subjects (4m, 5f, age range 74y-87y) each experienced both nap and no-nap conditions in two studies each lasting 17 days (14 at home, 3 in the laboratory). In the nap condition a 90-minute nap was enforced between 13:30 and 15:00 every day, in the no-nap condition daytime napping was prohibited, and activity encouraged in the 13:30-15:00 interval. The order of the two conditions was counterbalanced. PARTICIPANTS: N/A INTERVENTIONS: N/A MEASUREMENTS: Diary measures, pencil and paper alertness tests, and wrist actigraphy were used at home. In the 72 hour laboratory studies, these measures were augmented by polysomnographic sleep recording, continuous rectal temperature measurement, a daily evening single trial of a Multiple Sleep Latency Test (MSLT), and computerized tests of mood, activation and performance efficiency. RESULTS: By the second week in the "at home" study, an average of 58 minutes of sleep was reported per siesta nap; in the laboratory, polysomnography confirmed an average of 57 minutes of sleep per nap. When nap and no-nap conditions were compared, mixed effects on nocturnal sleep were observed. Diary measures indicated no significant difference in nocturnal sleep duration, but a significant increase (of 38 mins.) in 24-hour Total Sleep Time (TST) when nocturnal sleeps and naps were added together (p<0.025). The laboratory study revealed a decrease of 2.4% in nocturnal sleep efficiency in the nap condition (p<0.025), a reduction of nocturnal Total Sleep Time (TST) by 48 mins. in the nap condition (p<0.001) which resulted primarily from significantly earlier waketimes (p<0.005), but no reliable effects on Wake After Sleep Onset (WASO), delta sleep measures, or percent stages 1 & 2. Unlike the diary study, the laboratory study yielded no overall increase in 24-hour TST consequent upon the siesta nap regimen. The only measure of evening alertness or performance to show an improvement was sleep latency in a single-trial evening MSLT (nap: 15.6 mins., no nap: 11.5 mins., p<0.005). No significant change in circadian rhythm parameters was observed. CONCLUSIONS: Healthy seniors were able to adopt a napping regimen involving a 90-minute siesta nap each day between 13:30 and 15:00, achieving about one hour of actual sleep per nap. There were some negative consequences for nocturnal sleep in terms of reduced sleep efficiency and earlier waketimes, but also some positive consequences for objective evening performance and (in the diary study) 24-hour sleep totals. Subjective alertness measures and performance measures showed no reliable effects and circadian phase parameters appeared unchanged.

Non-NASA Center↗
NASA NTRS2013

The Simplified Aircraft-Based Paired Approach With the ALAS Alerting Algorithm

This paper presents the results of an investigation of a proposed concept for closely spaced parallel runways called the Simplified Aircraft-based Paired Approach (SAPA). This procedure depends upon a new alerting algorithm called the Adjacent Landing Alerting System (ALAS). This study used both low fidelity and high fidelity simulations to validate the SAPA procedure and test the performance of the new alerting algorithm. The low fidelity simulation enabled a determination of minimum approach distance for the worst case over millions of scenarios. The high fidelity simulation enabled an accurate determination of timings and minimum approach distance in the presence of realistic trajectories, communication latencies, and total system error for 108 test cases. The SAPA procedure and the ALAS alerting algorithm were applied to the 750-ft parallel spacing (e.g., SFO 28L/28R) approach problem. With the SAPA procedure as defined in this paper, this study concludes that a 750-ft application does not appear to be feasible, but preliminary results for 1000-ft parallel runways look promising.

Perry, Raleigh B.↗
NASA NTRS2015

Wireless Sensor Node for Autonomous Monitoring and Alerts in Remote Environments

A method, apparatus, system, and computer program products provides personal alert and tracking capabilities using one or more nodes. Each node includes radio transceiver chips operating at different frequency ranges, a power amplifier, sensors, a display, and embedded software. The chips enable the node to operate as either a mobile sensor node or a relay base station node while providing a long distance relay link between nodes. The power amplifier enables a line-of-sight communication between the one or more nodes. The sensors provide a GPS signal, temperature, and accelerometer information (used to trigger an alert condition). The embedded software captures and processes the sensor information, provides a multi-hop packet routing protocol to relay the sensor information to and receive alert information from a command center, and to display the alert information on the display.

Monacos, Steve P.↗
NASA NTRS2015

Alert Exchange Process Protocol

The National Aeronautics and Space Administration of the United States of America (NASA), and the European Space Agency (ESA), and the Japanese Aerospace Exploration Agency (JAXA), acknowledging that NASA, ESA and JAXA have a mutual interest in exchanging Alerts and Alert Status Lists to enhance the information base for each system participant while fortifying the general level of cooperation between the policy agreement subscribers, and each Party will exchange Alert listings on regular basis and detailed Alert information on a need to know basis to the extent permitted by law.

data exchange↗