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At least 91 records · Page 5

A History of Space Toxicology Mishaps: Lessons Learned and Risk Management

After several decades of human spaceflight, the community of space-faring nations has accumulated a diverse and sometimes harrowing history of toxicological events that have plagued human space endeavors almost from the very beginning. Lessons have been learned in ground-based test beds and others were discovered the hard way - when human lives were at stake in space. From such lessons one can build a risk-management framework for toxicological events to minimize the probability of a harmful exposure, while recognizing that we cannot foresee all events. Space toxicologists have learned that relatively harmless compounds can be converted by air revitalization systems into compounds that cause serious harm to the crew. Our toxic risk management strategy now includes an assessment of the fate of any compound that might be released into the atmosphere. Propellants are highly toxic compounds, yet we have not always been able to thoroughly isolate the crew from exposure to these toxicants. Leakage of fluids from systems has resulted in hazardous conditions at times, and the behavior of such compounds inside a spacecraft has taught us how to manage potentially harmful escapes should they occur. Potential combustion events are an ever-present threat to the wellbeing of the crew. Such events have been sufficiently common that we have learned that one cannot judge the health threat of a given fire by the magnitude of the event. Management of such risks demands monitoring of combustion products. In the category of unpredictable toxic events, if one assumes that fires are predictable, we can place experience with toxic microbial metabolites, upsets during repair operations, and discharges from filters that have accumulated a substantial load of pollutants in their absorption beds. Management of such events requires a broad-spectrum, real-time analytical capability to discern the identity and concentrations of pollutants if they enter the atmosphere. Adverse events are an integral part of any human activity, and the spacefaring community must learn as much as possible from mistakes and near misses.

James, John T.↗

Computational Model of Human and System Dynamics in Free Flight: Studies in Distributed Control Technologies

This paper presents a set of studies in full mission simulation and the development of a predictive computational model of human performance in control of complex airspace operations. NASA and the FAA have initiated programs of research and development to provide flight crew, airline operations and air traffic managers with automation aids to increase capacity in en route and terminal area to support the goals of safe, flexible, predictable and efficient operations. In support of these developments, we present a computational model to aid design that includes representation of multiple cognitive agents (both human operators and intelligent aiding systems). The demands of air traffic management require representation of many intelligent agents sharing world-models, coordinating action/intention, and scheduling goals and actions in a potentially unpredictable world of operations. The operator-model structure includes attention functions, action priority, and situation assessment. The cognitive model has been expanded to include working memory operations including retrieval from long-term store, and interference. The operator's activity structures have been developed to provide for anticipation (knowledge of the intention and action of remote operators), and to respond to failures of the system and other operators in the system in situation-specific paradigms. System stability and operator actions can be predicted by using the model. The model's predictive accuracy was verified using the full-mission simulation data of commercial flight deck operations with advanced air traffic management techniques.

Corker, Kevin M.↗

Evaluation of Flight Deck-Based Interval Management Crew Procedure Feasibility

Air traffic demand is predicted to increase over the next 20 years, creating a need for new technologies and procedures to support this growth in a safe and efficient manner. The National Aeronautics and Space Administration's (NASA) Air Traffic Management Technology Demonstration - 1 (ATD-1) will operationally demonstrate the feasibility of efficient arrival operations combining ground-based and airborne NASA technologies. The integration of these technologies will increase throughput, reduce delay, conserve fuel, and minimize environmental impacts. The ground-based tools include Traffic Management Advisor with Terminal Metering for precise time-based scheduling and Controller Managed Spacing decision support tools for better managing aircraft delay with speed control. The core airborne technology in ATD-1 is Flight deck-based Interval Management (FIM). FIM tools provide pilots with speed commands calculated using information from Automatic Dependent Surveillance - Broadcast. The precise merging and spacing enabled by FIM avionics and flight crew procedures will reduce excess spacing buffers and result in higher terminal throughput. This paper describes a human-in-the-loop experiment designed to assess the acceptability and feasibility of the ATD-1 procedures used in a voice communications environment. This experiment utilized the ATD-1 integrated system of ground-based and airborne technologies. Pilot participants flew a high-fidelity fixed base simulator equipped with an airborne spacing algorithm and a FIM crew interface. Experiment scenarios involved multiple air traffic flows into the Dallas-Fort Worth Terminal Radar Control airspace. Results indicate that the proposed procedures were feasible for use by flight crews in a voice communications environment. The delivery accuracy at the achieve-by point was within +/- five seconds and the delivery precision was less than five seconds. Furthermore, FIM speed commands occurred at a rate of less than one per minute, and pilots found the frequency of the speed commands to be acceptable at all times throughout the experiment scenarios.

Wilson, Sara R.↗

L-band and SHF multiple access schemes for the MSAT system

The first generation of the Canadian Mobile Satellite (MSAT) system, planned to be operational in the early 1990s, will provide voice and data services to land, aeronautical, and maritime mobile terminals within the Canadian land mass and its territorial waters. The system will be managed by a centralized Demand Assignment Multiple Access (DAMA) control system. Users will request a communication channel by communicating with the DAMA Control System (DCS) via the appropriate signalling channels. Several access techniques for both L-band and SHF signalling channels have been investigated. For the L-band, Slotted Aloha (SA) and Reservation Aloha (RA), combined with a token scheme, are discussed here. The results of Telesat studies to date indicate that SA, when combined with token scheme, provides the most efficient access and resource management tool in a mobile propagation environment. For SHF signalling channels, slim time division multiple access (TDMA) and SA have been considered as the most suitable candidate schemes. In view of the operational environment of the SHF links, provision of a very short channel access delay and a relatively high packet success rate are highly desirable. Studies carried out generally favor slim-TDMA as the most suitable approach for SHF signalling channels.

Razi, Michael↗

Improving Flood and Drought Management in Agricultural River Basins: An Application to the Mun River Basin in Thailand

Agriculture productivity is regularly affected by floods and droughts, and the severity is likely to increase in the future. Even if significant efforts are spent on water development projects, ineffective project planning often means that they continue to occur or are only partly mitigated, for example, in the Mun River Basin, Thailand, where 1000s of water projects have been implemented. Despite this, the basin regularly experiences floods and droughts. In this study, an analysis of the adverse impacts of basin-scale floods and droughts on rice cultivation in the Mun River Basin is conducted, and an estimation of the coping capacity of existing measures. The results demonstrate that while the total storage capacity of in-situ and ongoing projects would be sufficient to tackle both hazards, it can only be achieved if the projects are effectively utilised. Based on this, proposed solutions for the region include small farm ponds, a subsurface floodwater harvesting system, and oxbow lake reconnections. The suggested measures are practicable, economical, environmentally low-impact, and their implementation (if executed with appropriate care) would reduce flood and drought problems in the basin. Notably, the measures and calculation methods proposed for this basin can also be applied to other crops and regions.

Farm pond↗

Reliability growth models for NASA applications

The objective of any reliability growth study is prediction of reliability at some future instant. Another objective is statistical inference, estimation of reliability for reliability demonstration. A cause of concern for the development engineer and management is that reliability demands an excessive number of tests for reliability demonstration. For example, the Space Transportation Main Engine (STME) program requirements call for .99 reliability at 90 pct. confidence for demonstration. This requires running 230 tests with zero failure if a classical binomial model is used. It is therefore also an objective to explore the reliability growth models for reliability demonstration and tracking and their applicability to NASA programs. A reliability growth model is an analytical tool used to monitor the reliability progress during the development program and to establish a test plan to demonstrate an acceptable system reliability.

Taneja, Vidya S.↗

Advanced interface heat exchangers for the Space Station main thermal bus

Future evolution and growth of the Space Station will place increasing demands on the thermal management system by the addition of new payloads and from increased activity in the habitat modules. To meet this need, Creare is developing advanced evaporators, condensors, and single-phase heat exchangers for operation in microgravity. The objective is to achieve a several-fold increase in the heat flux capability of these components, while operating at the same temperature difference as specified for the present interface heat exchangers. Two prototype interface heat exchangers are presently being developed: one to interface the main thermal bus to a payload two-phase ammonia bus, and the other, to interface with the crew module single-phase water loop. The results achieved to date in the development of these heat exchangers are reviewed.

Valenzuela, Javier A.↗

Baseline experimental investigation of an electrohydrodynamically assisted heat pipe

The increases in power demand and associated thermal management requirements of future space programs such as potential Lunar/Mars missions will require enhancing the operating efficiencies of thermal management devices. Currently, the use of electrohydrodynamically (EHD) assisted thermal control devices is under consideration as a potential method of increasing thermal management system capacity. The objectives of the currently described investigation included completing build-up of the EHD-Assisted Heat Pipe Test bed, developing test procedures for an experimental evaluation of the unassisted heat pipe, developing an analytical model capable of predicting the performance limits of the unassisted heat pipe, and obtaining experimental data which would define the performance characteristics of the unassisted heat pipe. The information obtained in the currently proposed study will be used in order to provide extensive comparisons with the EHD-assisted performance observations to be obtained during the continuing investigation of EHD-Assisted heat transfer devices. Through comparisons of the baseline test bed data and the EHD assisted test bed data, accurate insight into the performance enhancing characteristics of EHD augmentation may be obtained. This may lead to optimization, development, and implementation of EHD technology for future space programs.

Duncan, A. B.↗

A Biomathematical Model of Lymphopoiesis and Its Application to Acute and Chronic Irradiation Assessment

After the events of September 11, 2001, there is an increasing concern of the occurrence of radiological terrorism that may result in significant casualties in densely populated areas. Much effort has been made to establish various biomarkers to rapidly assess radiation dose in mass-casualty and population-monitoring scenarios, which are demanded for effective medical management and treatment of the exposed victims. Among these the count of lymphocytes in peripheral blood and their depletion kinetics are the most important early indicators of the severity of the radiation injury. In this study, we examine a biomathematical model of lymphopoiesis which has been successfully utilized to simulate and interpret experimental data of acute and chronic irradiations on rodents [1]. With revised parameters for humans, we find this model can reproduce several sets of clinical lymphocyte data of accident victims over a wide range of absorbed doses. In addition, the absolute lymphocyte counts and the depletion rate constants calculated by this model also show good correlation with the Guskova formula and the Goans model, the two empirical tools which have been widely recognized for early estimation of the exposed dose after radiation accidents [2]. We also use the model to analyze the hematological data of the Techa River residents which were exposed to chronic low-dose irradiation during 1950-1956 [3]. This model can serve as a computational tool in radiation accident management, military operations involving nuclear warfare, radiation therapy, and space radiation risk assessment.

Hu, Shaowen↗

Evaluation of the Terminal Precision Scheduling and Spacing System for Near-Term NAS Application

NASA has developed a capability for terminal area precision scheduling and spacing (TAPSS) to provide higher capacity and more efficiently manage arrivals during peak demand periods. This advanced technology is NASA's vision for the NextGen terminal metering capability. A set of human-in-the-loop experiments was conducted to evaluate the performance of the TAPSS system for near-term implementation. The experiments evaluated the TAPSS system under the current terminal routing infrastructure to validate operational feasibility. A second goal of the study was to measure the benefit of the Center and TRACON advisory tools to help prioritize the requirements for controller radar display enhancements. Simulation results indicate that using the TAPSS system provides benefits under current operations, supporting a 10% increase in airport throughput. Enhancements to Center decision support tools had limited impact on improving the efficiency of terminal operations, but did provide more fuel-efficient advisories to achieve scheduling conformance within 20 seconds. The TRACON controller decision support tools were found to provide the most benefit, by improving the precision in schedule conformance to within 20 seconds, reducing the number of arrivals having lateral path deviations by 50% and lowering subjective controller workload. Overall, the TAPSS system was found to successfully develop an achievable terminal arrival metering plan that was sustainable under heavy traffic demand levels and reduce the complexity of terminal operations when coupled with the use of the terminal controller advisory tools.

Thipphavong, Jane↗

Precision Departure Release Capability (PDRC) Technology Description

After takeoff, aircraft must merge into en route (Center) airspace traffic flows which may be subject to constraints that create localized demand-capacity imbalances. When demand exceeds capacity, Traffic Management Coordinators (TMCs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves use of a Call for Release (CFR) procedure wherein the Tower must call the Center TMC to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System (NextGen) plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that uses this technology to improve tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept helps reduce uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station (NTX) in Dallas-Fort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations. This paper presents the Technology Description. Companion papers include the Final Report and a Concept of Operations.

tactical departure scheduling↗

Precision Departure Release Capability (PDRC) Concept of Operations

After takeoff, aircraft must merge into en route (Center) airspace traffic flows which may be subject to constraints that create localized demandcapacity imbalances. When demand exceeds capacity Traffic Management Coordinators (TMCs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves use of a Call for Release (CFR) procedure wherein the Tower must call the Center TMC to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System (NextGen) plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that uses this technology to improve tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept helps reduce uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station (NTX) in DallasFort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations. This paper presents the Concept of Operations. Companion papers include the Final Report and a Technology Description. ? SUBJECT:

tactical departure scheduling↗

Precision Departure Release Capability (PDRC) Final Report

After takeoff, aircraft must merge into en route (Center) airspace traffic flows that may be subject to constraints that create localized demand/capacity imbalances. When demand exceeds capacity, Traffic Management Coordinators (TMCs) and Frontline Managers (FLMs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves a Call for Release (CFR) procedure wherein the Tower must call the Center to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool, based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release time is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that improves tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions and departure runway assignments to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept reduces uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs and FLMs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station in Dallas/Fort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations. This paper presents research results from the PDRC research activity. Companion papers present the Concept of Operations and a Technology Description.

tactical departure scheduling↗

Precision Departure Release Capability (PDRC): NASA to FAA Research Transition

After takeoff, aircraft must merge into en route (Center) airspace traffic flows which may be subject to constraints that create localized demand-capacity imbalances. When demand exceeds capacity, Traffic Management Coordinators (TMCs) and Frontline Managers (FLMs) often use tactical departure scheduling to manage the flow of departures into the constrained Center traffic flow. Tactical departure scheduling usually involves use of a Call for Release (CFR) procedure wherein the Tower must call the Center to coordinate a release time prior to allowing the flight to depart. In present-day operations release times are computed by the Center Traffic Management Advisor (TMA) decision support tool based upon manual estimates of aircraft ready time verbally communicated from the Tower to the Center. The TMA-computed release time is verbally communicated from the Center back to the Tower where it is relayed to the Local controller as a release window that is typically three minutes wide. The Local controller will manage the departure to meet the coordinated release time window. Manual ready time prediction and verbal release time coordination are labor intensive and prone to inaccuracy. Also, use of release time windows adds uncertainty to the tactical departure process. Analysis of more than one million flights from January 2011 indicates that a significant number of tactically scheduled aircraft missed their en route slot due to ready time prediction uncertainty. Uncertainty in ready time estimates may result in missed opportunities to merge into constrained en route flows and lead to lost throughput. Next Generation Air Transportation System plans call for development of Tower automation systems capable of computing surface trajectory-based ready time estimates. NASA has developed the Precision Departure Release Capability (PDRC) concept that improves tactical departure scheduling by automatically communicating surface trajectory-based ready time predictions and departure runway assignments to the Center scheduling tool. The PDRC concept also incorporates earlier NASA and FAA research into automation-assisted CFR coordination. The PDRC concept reduces uncertainty by automatically communicating coordinated release times with seconds-level precision enabling TMCs and FLMs to work with target times rather than windows. NASA has developed a PDRC prototype system that integrates the Center's TMA system with a research prototype Tower decision support tool. A two-phase field evaluation was conducted at NASA's North Texas Research Station in Dallas-Fort Worth. The field evaluation validated the PDRC concept and demonstrated reduced release time uncertainty while being used for tactical departure scheduling of more than 230 operational flights over 29 weeks of operations.

ATM↗

Multi-UAS HITL: Primary Results & Automation Workshop Summaries

This presentation covers the primary results from a recently completed human-in-the-loop (HITL) simulation conducted as part of the UAS (Unmanned Aircraft System) integration into the NAS (National Airspace System) project. The HITL examined the impact of multiple (simultaneous) UAS control while performing a demanding mission task and managing scripted conflicts. The scripted conflicts were designed to trigger the detect-and-avoid (DAA) system. This was the first time the DAA system as designed as part of the UAS-NAS project has been applied to multi-UAS control. The second part of the presentation briefly summarizes the takeaways from two workshops held on human-automation interaction considerations for UAS integration. NASA co-hosted and participated in both workshops.

unmanned aircraft systems↗

Multi UAS Demo System Example Video

This presentation covers the primary results from a recently completed human-in-the-loop (HITL) simulation conducted as part of the UAS (Unmanned Aircraft Systems) integration into the NAS (National Airspace System) project. The HITL examined the impact of multiple (simultaneous) UAS control while performing a demanding mission task and managing scripted conflicts. The scripted conflicts were designed to trigger the detect-and-avoid (DAA) system. This was the first time the DAA system as designed as part of the UAS-NAS project has been applied to multi-UAS control. The second part of the presentation briefly summarizes the takeaways from two workshops held on human-automation interaction considerations for UAS integration. NASA co-hosted and participated in both workshops.

Rorie, Robert C.↗

Crew Medical Training to Progressively Enable EIMO

Background. Onboard medical capabilities have greatly expanded over the history of the US space program. Newly identified space-related medical conditions, technological advances, and longer mission durations have led to an increasing need for on-demand medical expertise. Lengthy communications delays, lack of resupply and evacuation opportunities on exploration-class missions place an ever-increasing burden on the crew to provide medical care. Having adequate knowledge, skills, and abilities (KSA) available is an essential component of successful Earth Independent Medical Operations (EIMO). Without appropriate crew training and KSA, cutting-edge medical equipment has little value. Presumably, the crew will include a qualified physician; however, if the physician is incapacitated, a non-physician crew medical officer (CMO) will be needed. While more crew time is needed for medical training, there will be concomitant increases in preflight training demands for vehicle system management, operations, science, and contingencies. In truly independent operations, onboard resources such as just-in-time training, mixed reality, decision support tools, and AI-enabled chatbot “consultants” will be needed to augment KSA. Overview. Because of crew time constraints, topical priorities must be determined for preflight training. Curricula should be developed that emphasize management of conditions with relatively high incidence and morbidity/mortality. Defining the required KSA levels to treat each condition is essential, but all crewmembers should have basic lifesaving skills. Procedural and diagnostic training on live patients and simulators should be prioritized over classroom lectures. Crews must be trained with onboard equipment, resources, mixed reality, and AI-based decision support tools. Mission simulations should include medical problems with/without ground support and with appropriate communication delays. Certification guidelines for each level of KSA must be established. Skills rapidly decay for non-physician CMO’s; both pre-flight and in-flight refresher training will be needed. During spaceflight just-in-time training, simulations, and onboard CME with crew physician can help retain skills. Discussion. Medical technology, simulation design, mixed reality, and AI are advancing at a dizzying rate. Recognizing the severe constraints on crew time, it is critical that astronaut training is highly efficient and adapted to keep pace with new innovations both pre-flight and during exploration missions. These challenges will be discussed during this panel session.

Jay Lemery↗

Knowledge management: An abstraction of knowledge base and database management systems

Artificial intelligence application requirements demand powerful representation capabilities as well as efficiency for real-time domains. Many tools exist, the most prevalent being expert systems tools such as ART, KEE, OPS5, and CLIPS. Other tools just emerging from the research environment are truth maintenance systems for representing non-monotonic knowledge, constraint systems, object oriented programming, and qualitative reasoning. Unfortunately, as many knowledge engineers have experienced, simply applying a tool to an application requires a large amount of effort to bend the application to fit. Much work goes into supporting work to make the tool integrate effectively. A Knowledge Management Design System (KNOMAD), is described which is a collection of tools built in layers. The layered architecture provides two major benefits; the ability to flexibly apply only those tools that are necessary for an application, and the ability to keep overhead, and thus inefficiency, to a minimum. KNOMAD is designed to manage many knowledge bases in a distributed environment providing maximum flexibility and expressivity to the knowledge engineer while also providing support for efficiency.

Riedesel, Joel D.↗