Search NASA⌕ Search

SEARCH · Search NASA

Results for “Pilot error”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

547 records · Page 31
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

A Dose of Reality: Radiation Analysis for Realistic Human Spacecraft

INTRODUCTION As with most computational analyses, a tradeoff exists between problem complexity, resource availability and response accuracy when modeling radiation transport from the source to a detector. The largest amount of analyst time for setting up an analysis is often spent ensuring that any simplifications made have minimal impact on the results. The vehicle shield geometry of interest is typically simplified from the original CAD design in order to reduce computation time, but this simplification requires the analyst to "re-draw" the geometry with a limited set of volumes in order to accommodate a specific radiation transport software package. The resulting low-fidelity geometry model cannot be shared with or compared to other radiation transport software packages, and the process can be error prone with increased model complexity. The work presented here demonstrates the use of the DAGMC (Direct Accelerated Geometry for Monte Carlo) Toolkit from the University of Wisconsin, to model the impacts of several space radiation sources on a CAD drawing of the US Lab module. METHODS The DAGMC toolkit workflow begins with the export of an existing CAD geometry from the native CAD to the ACIS format. The ACIS format file is then cleaned using SpaceClaim to remove small holes and component overlaps. Metadata is then assigned to the cleaned geometry file using CUBIT/Trelis from csimsoft (Registered Trademark). The DAGMC plugin script removes duplicate shared surfaces, facets the geometry to a specified tolerance, and ensures that the faceted geometry is water tight. This step also writes the material and scoring information to a standard input file format that the analyst can alter as desired prior to running the radiation transport program. The scoring results can be transformed, via python script, into a 3D format that is viewable in a standard graphics program. RESULTS The CAD model of the US Lab module of the International Space Station, inclusive of all the racks and components, was simplified to remove holes and volume overlaps. Problematic features within the drawing were also removed or repaired to prevent runtime issues. The cleaned drawing was then run through the DAGMC workflow to prepare for analysis. Pilot tests modeling transport of 1GeV proton and 800MeV/A oxygen sources show that reasonable results are converged upon in an acceptable amount of overall computation time from drawing preparation to data analysis. The FLUKA radiation transport code will next be used to model both a GCR and a trapped radiation source. These results will then be compared with measurements that have been made by the radiation instrumentation deployed inside the US Lab module. DISCUSSION Early analyses have indicated that the DAGMC workflow is a promising toolkit for running vehicle geometries of interest to NASA through multiple radiation transport codes. In addition, recent work has shown that a realistic human phantom, provided via a subcontract with the University of Florida, can be placed inside any vehicle geometry for a combinatorial analysis. This added functionality gives the user the ability to score various parameters at the organ level, and the results can then be used as input for cancer risk models.

Barzilla, J. E.↗
NASA NTRS2012

NASA's Carbon Monitoring System Flux-Pilot Project: A Multi-Component Analysis System for Carbon-Cycle Research and Monitoring

The importance of greenhouse gas increases for climate motivates NASA s observing strategy for CO2 from space, including the forthcoming Orbiting Carbon Observatory (OCO-2) mission. Carbon cycle monitoring, including attribution of atmospheric concentrations to regional emissions and uptake, requires a robust modeling and analysis infrastructure to optimally extract information from the observations. NASA's Carbon-Monitoring System Flux-Pilot Project (FPP) is a prototype for such analysis, combining a set of unique tools to facilitate analysis of atmospheric CO2 along with fluxes between the atmosphere and the terrestrial biosphere or ocean. NASA's analysis system is unique, in that it combines information and expertise from the land, oceanic, and atmospheric branches of the carbon cycle and includes some estimates of uncertainty. Numerous existing space-based missions provide information of relevance to the carbon cycle. This study describes the components of the FPP framework, assessing the realism of computed fluxes, thus providing the basis for research and monitoring applications. Fluxes are computed using data-constrained terrestrial biosphere models and physical ocean models, driven by atmospheric observations and assimilating ocean-color information. Use of two estimates provides a measure of uncertainty in the fluxes. Along with inventories of other emissions, these data-derived fluxes are used in transport models to assess their consistency with atmospheric CO2 observations. Closure is achieved by using a four-dimensional data assimilation (inverse) approach that adjusts the terrestrial biosphere fluxes to make them consistent with the atmospheric CO2 observations. Results will be shown, illustrating the year-to-year variations in land biospheric and oceanic fluxes computed in the FPP. The signals of these surface-flux variations on atmospheric CO2 will be isolated using forward modeling tools, which also incorporate estimates of transport error. The results will be discussed in the context of interannual variability of observed atmospheric CO2 distributions.

Pawson, S.↗
NASA NTRS2017

Effects on Task Performance and Psychophysiological Measures of Performance During Normobaric Hypoxia Exposure

Human-autonomous systems have the potential to mitigate pilot cognitive impairment and improve aviation safety. A research team at NASA Langley conducted an experiment to study the impact of mild normobaric hypoxia induction on aircraft pilot performance and psychophysiological state. A within-subjects design involved non-hypoxic and hypoxic exposures while performing three 10-minute tasks. Results indicated the effect of 15,000 feet simulated altitude did not induce significant performance decrement but did produce increase in perceived workload. Analyses of psychophysiological responses evince the potential of biomarkers for hypoxia onset. This study represents on-going work at NASA intending to add to the current knowledge of psychophysiologically-based input to automation to increase aviation safety. Analyses involving coupling across physiological systems and wavelet transforms of cortical activity revealed patterns that can discern between the simulated altitude conditions. Specifically, multivariate entropy of ECG/Respiration components were found to be significant predictors (p< 0.02) of hypoxia. Furthermore, in EEG, there was a significant decrease in mid-level beta (15.19-18.37Hz) during the hypoxic condition in thirteen of sixteen sites across the scalp. Task performance was not appreciably impacted by the effect of 15,000 feet simulated altitude. Analyses of psychophysiological responses evince the potential of biomarkers for mild hypoxia onset.The potential for identifying shifts in underlying cortical and physiological systems could serve as a means to identify the onset of deteriorated cognitive state. Enabling such assessment in future flightdecks could permit increasingly autonomous systems-supported operations. Augmenting human operator through assessment of cognitive impairment has the potential to further improve operator performance and mitigate human error in safety critical contexts. This study represents ongoing work at NASA intending to add to the current knowledge of psychophysiologically-based input to automation to increase aviation safety.

Stephens, Chad↗
NASA NTRS1997

Walking to Olympus: An EVA Chronology

Spacewalkers enjoy a view of Earth once reserved for Apollo, Zeus, and other denizens of Mt. Olympus. During humanity's first extravehicular activity (EVA), Alexei Leonov floated above Gibraltar, the rock ancient seafarers saw as the gateway to the great unknown Atlantic. The symbolism was clear, Leonov stepped past a new Gibraltar when he stepped into space. More than 32 years and 154 EVAs later, Jerry Linenger conducted an EVA with Vladimir Tsibliyev as part of International Space Station Phase 1. They floated together above Gibraltar. Today the symbolism has new meaning: humanity is starting to think of stepping out of Earth orbit, space travel's new Gibraltar, and perhaps obtaining a new olympian view, a close-up look at Olympus Mons on Mars. Walking to Olympus: An EVA Chronology chronicles the 154 EVAs conducted from March 1965 to April 1997. It is intended to make clear the crucial role played by EVA in the history of spaceflight, as well as to chronicle the large body of EVA "lessons learned." Russia and the U.S. define EVA differently. Russian cosmonauts are said to perform EVA any time they are in vacuum in a space suit. A U.S. astronaut must have at least his head outside his spacecraft before he is said to perform an EVA. The difference is based in differing spacecraft design philoso- phies. Russian and Soviet spacecraft have always had a specialized airlock through which the EVA cosmonaut egressed, leaving the main habitable volume of the spacecraft pressurized. The U.S. Gemini and Apollo vehicles, on the other hand, depressurized their entire habitable volume for egress. In this document, we apply the Russian definition to Russian EVAS, and the U.S. definition to U.S. EVAS. Thus, for example, Gemini 4 Command Pilot James McDivitt does not share the honor of being first American spacewalker with Ed White, even though he was suited and in vacuum when White stepped out into space. Non-EVA spaceflights are listed in the chronology to provide context and to display the large num- ber of flights in which EVA played a role. This approach also makes apparent significant EVA gaps, for example, the U.S. gap between 1985 and 1991 following the Challenger accident. This NASA History Monograph is an edited extract from an extensive EVA Chronology and Reference Book being produced by the EVA Project Office, NASA Johnson Space Center, Houston, Texas. The larger work will be published as part of the NASA Formal Series in 1998. The authors gratefully acknowledge the assistance rendered by Max Ary, Ashot Bakunts, Gert-Jan Bartelds, Frank Cepollina, Andrew Chaikin, Phillip Clark, Richard Fullerton, Steven Glenn, Linda Godwin, Jennifer Green, Greg Harris, Clifford Hess, Jeffrey Hoffman, David Homan, Steven Hopkins, Nicholas Johnson, Eric Jones, Neville Kidger, Joseph Kosmo, Alexei Lebedev, Mark Lee, James LeBlanc, Dmitri Leshchenskii, Jerry Linenger, Igor Lissov, James McBarron, Clay McCullough, Joseph McMann, Story Musgrave, Dennis Newkirk, James Oberg, Joel Powell, Lee Saegesser, Andy Salmon, Glen Swanson, Joseph Tatarewicz, Kathy Thornton, Chris Vandenberg, Charles Vick, Bert Vis, David Woods, Mike Wright, John Young, and Keith Zimmerman. Special thanks to Laurie Buchanan, John Charles, Janet Kovacevich, Joseph Loftus, Sue McDonald, Martha Munies, Colleen Rapp, and Jerry Ross. Any errors remain the responsibility of the authors.

Portree, David S. F.↗
NASA NTRS2018

Air Traffic Management-eXploration Testbed for Urban Air Mobility Research and Development

The presentation will describe the architecture, current capabilities and some future enhancements of the testbed that is being developed at the National Aeronautics and Space Administration (NASA) to enable benefit, impact, safety and cost assessments for accelerating the deployment of air traffic management concept and technologies in the national airspace system. The testbed will support analysis of operational feasibility of urban air mobility operations, a part of NASA's Air Traffic Management eXploration project, and provide the data needed by regulatory agencies charged with public safety. Introduction of concepts and technologies, especially new concepts and technologies, is difficult and often takes decades because of the inability to assess the operational impact of the interaction between the proposed concept and technology and operationally deployed systems in terms of system-wide safety, traffic flow efficiency, roles and workload of controllers and traffic managers, and impact on airlines and other operators. To overcome these limitations, the testbed is developing infrastructure to enable mathematical modeling, human-in-the-loop evaluations and testing with operational systems in a simulated environment. In addition to the difficulty of establishing communications between geographically distributed systems, downloading/installing software, and management of startup, error-handling and shutdown, a major impediment for conducting simulations and human-in-the-loop testing with operational systems is the tedious manual scenario generation process. Several of these difficulties have been addressed in the current state of the testbed. The testbed can be described in terms of the following elements (1) web-based frontend and backend, (2) Testbed Builder, (3) Data Distribution Service, (4) Component Library, (5) Simulation Management, and (6) Scenario Generation. The web-based frontend and backend enable the user to interact with the testbed for tasks such as composing a simulation, running a simulation and retrieving output data. The Testbed Builder application launched from the web frontend is a graphical user interface for the user to drag-and-drop and connect predefined blocks for composing a simulation/scenario generation task. The Builder writes a set of instructions for Simulation Management based on the links between the blocks and the block properties such as the component (executable) associated with a particular block. Management of the distributed simulation is accomplished by Execution and Component Managers. Execution Manager interprets the instructions provided by the Builder to instruct the Component Managers to download components from the Component Library to specified computers and to start them up. Once started, the components communicate with each other by publishing messages and subscribing to messages that are delivered by the Data Distribution Service. The Scenario Generation capability can be used for creating traffic scenarios for Multi-Aircraft Control System, which has been used extensively at NASA for human-in-the-loop-based concept evaluations. The presentation will provide a testbed enabled example scenario of Multi-Aircraft Control System based simulation in which the urban air mobility pilot using the conflict detection and resolution system would interact with the air traffic controllers for resolving conflicts with other aircraft during terminal area operations.

Testbed↗
NASA NTRS2018

Air Traffic Management-eXploration Testbed for Urban Air Mobility Research and Development

The presentation will describe the architecture, current capabilities and some future enhancements of the testbed that is being developed at the National Aeronautics and Space Administration (NASA) to enable benefit, impact, safety and cost assessments for accelerating the deployment of air traffic management concept and technologies in the national airspace system. The testbed will support analysis of operational feasibility of urban air mobility operations, a part of NASA's Air Traffic Management eXploration project, and provide the data needed by regulatory agencies charged with public safety. Introduction of concepts and technologies, especially new concepts and technologies, is difficult and often takes decades because of the inability to assess the operational impact of the interaction between the proposed concept and technology and operationally deployed systems in terms of system-wide safety, traffic flow efficiency, roles and workload of controllers and traffic managers, and impact on airlines and other operators. To overcome these limitations, the testbed is developing infrastructure to enable mathematical modeling, human-in-the-loop evaluations and testing with operational systems in a simulated environment. In addition to the difficulty of establishing communications between geographically distributed systems, downloading/installing software, and management of startup, error-handling and shutdown, a major impediment for conducting simulations and human-in-the-loop testing with operational systems is the tedious manual scenario generation process. Several of these difficulties have been addressed in the current state of the testbed. The testbed can be described in terms of the following elements- (1) web-based frontend and backend, (2) Testbed Builder, (3) Data Distribution Service, (4) Component Library, (5) Simulation Management, and (6) Scenario Generation. The web-based frontend and backend enable the user to interact with the testbed for tasks such as composing a simulation, running a simulation and retrieving output data. The Testbed Builder application launched from the web frontend is a graphical user interface for the user to drag-and-drop and connect predefined blocks for composing a simulation/scenario generation task. The Builder writes a set of instructions for Simulation Management based on the links between the blocks and the block properties such as the component (executable) associated with a particular block. Management of the distributed simulation is accomplished by Execution and Component Managers. Execution Manager interprets the instructions provided by the Builder to instruct the Component Managers to download components from the Component Library to specified computers and to start them up. Once started, the components communicate with each other by publishing messages and subscribing to messages that are delivered by the Data Distribution Service. The Scenario Generation capability can be used for creating traffic scenarios for Multi-Aircraft Control System, which has been used extensively at NASA for human-in-the-loop-based concept evaluations. The presentation will provide a testbed enabled example scenario of Multi-Aircraft Control System based simulation in which the urban air mobility pilot using the conflict detection and resolution system would interact with the air traffic controllers for resolving conflicts with other aircraft during terminal area operations.

Simulation↗
NASA NTRS2003

Infrared Avionics Signal Distribution using Wavelength Division Multiplexing

Pilots in the cockpits of aircrafts currently communicate with ground stations using Radio Frequency (RF) signals. Antennas mounted outside the aircraft receive and transmit RF signals from and to the ground stations. The RF signals received at the antennas are sent to the cockpit using coaxial cables. As the number of antennas needed to provide more than one frequency band in aircrafts increases, RF distribution media (such as coaxial cable) adds to the complexity and weight of the cockpit wiring. Concomitantly, the safety and signal to noise ratio also decreases due to the use of RF signals. The University of Oklahoma is collaborating with the National Aeronautics and Space Administration to develop optical fiber based schemes to replace the coaxial cable used for RF signal distribution within an aircraft. The project aims at exploiting emerging Wavelength Division Multiplexing (WDM) techniques to reduce the weight of cabling, and increase the signal to noise ratio and reliability. This will be achieved by wavelength division multiplexing the signals from the various antennas and then demultiplexing the signals to recover the original signals at the cockpit. This paper will show that (i) RF signals can not only be wavelength multiplexed at the end of a fiber, but additional signals can be inserted into the middle of the fiber using WDM technology, and (ii) the signals can also be successfully extracted by tapping into the middle of the fiber. We are currently extending our previous laboratory prototype (which could multiplex signals only at the end of the fiber) to include additional multiplexing and demultiplexing of RF signals from the middle of the optical backbone with a view to validating the proof of concept, and carrying out measurements to determine the effectiveness of Wavelength Division Multiplexing for avionics applications. A test bed to perform measurements of several relevant parameters for various modulation schemes and frequencies (such as VHF, UHF, and L-Band) has been implemented. In particular, results of transmitter and receiver noise, bit-error-rate (BER), effect of cross talk on the quality of the multiplexed signals, and Signal to Noise ratio and Carrier to Noise ratio, obtained using the aforementioned test bed, will be presented.

Atiquzzaman, Mohammed↗