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TAPECERT is VAX utility program for tape certification. Allows user to select tape density, test pattern to use, and number of allowed retries, and to decide whether to allow extended inter-record gaps to skip past bad spots on tape. Displays system error messages and record-count information with totals every 1,000 blocks. Designed so command procedure set up with defaults for different types of certification runs. Written in FORTRAN 77.
Edward Waters College is submitting a final report covering the grant period from January 1999 - April 30, 2000. The Teacher re-certification program at Edward Waters College created a high quality professional development opportunity for middle and high school science teachers which will contribute to the improvement of science education and the use of innovation technologies in the classroom for years to come. The following goals and objectives were met and exceeded during the grant period. 1) A focused and relevant educational technology curriculum based on National Science Education Standard and state-of-the art educational resources that are accepted as one of the qualifications for re-certification in the scientific discipline in Duval County, Florida. 2) The program goal was to recertify 40 middle and high school science teachers over a two- year period. This goal was met and exceeded the projected number by recertifying over 80 middle and high school science and math teachers over a two-year period. 3) Teachers that were recertified were given an opportunity to public information that they developed on EWC's Web page or develop a web page of their own. Area schools were made aware of this information through various forms of communication with the teachers in Duval County School District, i.e., flyers sent from EWC to participants, school newspapers, word of mouth, etc. 4) A multimedia technology resource lab is available at EWC for use as a "Learning Lab" for class field trips by Duval County teachers.
No abstract available
Prior to beginning a 90-day test of a regenerative life support system, a need was identified for a training and certification program to qualify an operating staff for conducting the test. The staff was responsible for operating and maintaining the test facility, monitoring and ensuring crew safety, and implementing procedures to ensure effective mission performance with good data collection and analysis. The training program was designed to ensure that each operating staff member was capable of performing his assigned function and was sufficiently cross-trained to serve at certain other positions on a contingency basis. Complicating the training program were budget and schedule limitations, and the high level of sophistication of test systems.
We describe a certification assistant to support formal safety proofs for programs. It is based on a graphical user interface that hides the low-level details of first-order automated theorem provers while supporting limited interactivity: it allows users to customize and control the proof process on a high level, manages the auxiliary artifacts produced during this process, and provides traceability between the proof obligations and the relevant parts of the program. The certification assistant is part of a larger program synthesis system and is intended to support the deployment of automatically generated code in safety-critical applications.
This paper documents the methodology and results of analyses used to certify the Kennedy Space Center (KSC) Tropospheric Doppler Radar Wind Profiler (TDRWP) as input to launch commit evaluations for the National Aeronautics and Space Administration’s (NASA) Space Launch System Program (SLSP). These analyses, and the requirements that they address, were designed by the Marshall Space Flight Center Natural Environments Branch (MSFC NE) to certify that the TDRWP provides data of sufficient accuracy and resolution for SLSP, and that the instrument provides enough reliability to support Day-of- Launch Initialization Loads Update (DOLILU) operations. On day-of-launch (DOL), space launch vehicle operators have used data from wind profilers to reverse a previous GO call in prelaunch loads and trajectory assessments due to the profiler’s capability to quickly identify changes in the wind profile within a rapidly changing wind environment. Certification of the TDRWP would allow SLSP to use DOL wind data generated by the TDRWP to design the vehicle trajectory and to verify trajectory and load constraints during the countdown for launch commit decision.
No abstract available
In recent years there have been immense pressures to enact changes on the air traffic control organizations of most states. In addition, many of these states are or have been subject to great political, sociological and economic changes. Consequently, any new schemes must be considered within the context of national or even international changes. Europe has its own special problems, and many of these are particularly pertinent when considering human factors certification programs. Although these problems must also be considered in the wider context of change, it is usually very difficult to identify which forces are pressing in support of human factors aspects and which forces are resisting change. There are a large number of aspects which must be taken into account if human factors certification programs are to be successfully implemented. Certification programs would be new ventures, and like many new ventures it will be essential to ensure that managers have the skills, commitment and experience to manage the programs effectively. However, they must always be aware of the content and the degree of certainty to which the human factors principles can be applied - as Debons and Horne have carefully described. It will be essential to avoid the well known pitfalls which occur in the implementation of performance appraisal schemes. While most appraisal schemes are usually extremely well thought out, they often do not produce good results because they are not implemented properly and staff therefore do not have faith in them. If the manager does not have the commitment and interest in his/her staff as human beings, then the schemes will not be effective. Thus, one aspect of considering human factors certification schemes is within the context of a managed organization. This paper outlines some of the management factors which need to be considered for the air traffic control services. Many of the points received attention during the plenary sessions while others were covered by the working groups when the question arose of how various aspects of human factors certification programs would be managed. Management and organizational issues will certainly need to be included in any frame of reference by those who may be involved in developing certification programs.
A review of the Apollo spacecraft certification (qualification) test program is presented. The approach to devising the spectrum of dynamic and climatic environments, the formulation of test durations, and the relative significance of the formal certification test program compared with development testing and acceptance testing are reviewed. Management controls for the formulation of test requirements, test techniques, data review, and acceptance of test results are considered. Significant experience gained from the Apollo spacecraft certification test program which may be applicable to future manned spacecraft is presented.
Apollo Spacecraft Certification Test Program at replaceable hardware assembly level noting future manned spacecraft applications
A primer Computerized Maintenance Management System (CMMS) has been established for NASA Ames pressure component certification program. The CMMS takes full advantage of the latest computer technology and SQL relational database to perform periodic services for vital pressure components. The Ames certification program is briefly described and the aspects of the CMMS implementation are discussed as they are related to the certification objectives.
This paper describes how the Orion program is utilizing the Thermal Protection System (TPS) experience from the Apollo and Space Shuttle programs to reduce program risk and improve affordability to meet NASA's future manned exploration missions. The Orion program successfully completed the Exploration Flight Test (EFT-1) mission in 2014 and is currently assembling, integrating, and testing the next spacecraft for the Exploration Mission (EM-1) to meet the flight test objectives of an unmanned orbital mission to the moon and return to earth in 2019. The Orion spacecraft production operations are located in the Neil Armstrong Operations and Checkout (O&C) facility at the Kennedy Space Center (KSC) providing an affordable and seamless delivery approach of vehicles directly to the launch site eliminating spacecraft transportation and additional checkout testing. Innovative vehicle design, manufacturing and test operations approaches are maturing and evolving with each Orion vehicle build to support the challenging NASA exploration mission requirements beyond Low Earth Orbit (LEO) while reducing program cost and schedule impacts. An example of Orion's evolution is the incorporation of an improved heat shield design, assembly and testing approach to meet the higher re-entry velocities for a lunar return for the EM-1 mission. The EFT- 1 heat shield was based on the Apollo heat shield manufacturing processes and was assembled at a supplier location and then transported to KSC for final integration. The EM-1 heat shield is now manufactured, assembled, tested, and installed into the spacecraft at the O&C facility reducing program cost and production schedules. The transition of the Space Shuttle TPS capabilities has enabled Orion to provide a human rated capsule design using proven materials and processes established over years of orbiter re-entry missions. The Orion Crew Module (CM) TPS configuration is derived from the Apollo CM approach utilizing improved materials and processes developed from the Space Shuttle program. The Orion EFT-1 heat shield utilized the Avcoat ablative material from Apollo which was injected into a honeycomb substrate and has been updated for EM-1 incorporating a block configuration bonded to a composite shell structure. This approach utilizes the proven Avcoat material for the heat shield ablator and is utilizing derived bonding and inspection methods and techniques from the Space Shuttle tile experience. The Orion back shell TPS configuration is based on Space Shuttle tile designs using proven tile materials and coatings. The Orion forward bay cover utilizes the high temperature tiles similar to the back shell tiles and low temperature blankets derived from the Space Shuttle program reducing weight impacts. Space Shuttle Multi-Layer Insulation (MLI) is installed in the Orion capsule to control the interior temperature environment providing a light weight design. These TPS design approaches have performed successfully on the Orion first flight test on EFT-1 and are incorporated in the configuration for the next flight test for EM-1. Completion of these two flight tests will certify the TPS for the Orion program for human rated exploration missions and has reduced the development cost to the Orion program. In addition to transitioning the Space Shuttle TPS design configurations to Orion, the supporting manufacturing infrastructure, manufacturing processes, and inspection methods are also incorporated into the Orion assembly operations at KSC. This has avoided significant startup schedule and costs impacts of new capabilities and development of support operations necessary to fabricate, install, inspect, and validate the TPS installations for the Orion spacecraft. The Thermal Protection System Facility (TPSF) which supported the Space Shuttle program provides the heat shield Avcoat blocks and the back shell AETB-8 tiles for Orion program. Extending the existing Space Shuttle TPS operations at KSC provides onsite support to the Orion spacecraft assembly operations. A significant benefit to the Orion program is the transition of the Space Shuttle technician work force at KSC. This highly skilled workforce was able to transition to the Orion program and immediately support the TPS installation operations. They brought with them the human rated manufacturing and assembly operations culture that was critical to the Space Shuttle success avoiding the retraining cost and schedule impacts of a new workforce to Orion. The technician skills certification program from the Space Shuttle was found to be compatible with the Lockheed Martin technician certification programs enabling a seamless training process utilizing process similarity avoiding the cost of retraining the work force to Orion standards. The existing workforce is certificated for multiple processes enabling reassignment of technicians to other tasks in the Orion AI&P operations reducing the overall touch labor manpower requirements. Additional benefits of using the Space Shuttle workforce is the incorporation of the lessons learned from Space Shuttle processes to improve the Orion TPS processes. This has resulted in a continuous evolution of TPS processes to improve the producibility and reduce the program cost for the TPS for the Orion program. Transitioning the Apollo and Space Shuttle TPS designs, processes, and technician workforce has been instrumental in enabling Orion to successfully meet the program challenges for NASA's exploration missions of the future.
This guide is intended to provide methodology and describe the intent of the Pressure Vessel and System (PV/S) Certification program. It is not meant to be a mandated document, but is intended to transmit a basic understanding of the PV/S program, and include examples. After the reader has familiarized himself with this publication, he should have a basic understanding of how to go about developing a PV/S certification program.
A reinforced carbon-carbon thermal protection system is used on the space shuttle orbiter vehicle's nose cap and wing leading edge regions where temperatures reach 1538 C (2800 F). To verify the analyses used to certify reinforced carbon-carbon for the first flight and operational missions, a multi-environment incremental test program was developed and implemented through the combined efforts of Rockwell International and the National Aeronautics and Space Administration. Three separate facilities at the Johnson Space Center were used to subject full-scale nose cap and wing leading edge test articles to simulated critical launch, on-orbit, and atmospheric entry environments.
The thermal characteristics of microbursts are utilized by the AWAS IR and OAT features to provide predictive warning of hazardous microbursts ahead of the aircraft during landing or take off. The AWAS was evaluated satisfactorily in 1990 on a Cessna Citation that was intentionally flown into a number of wind shear events. The events were detected, and both the IR and OAT thermal features were shown to be effective. In 1991, AWAS units were flown on three American Airline MD-80's and three Northwest Airlines DC-9's to study and to decrease the nuisance alert response of the system. The AWAS was also flown on the NASA B737 during the summer of 1991. The results of these flights were inconclusive and disappointing. The results were not as promising as before because NASA conducted research flights which were outside of the normal operating envelope for which the AWAS is designed to operate. In an attempt to compensate for these differences in airspeed and mounting location, the automatic features of the system were sometimes overridden by NASA personnel during the flight. Each of these critical factors is discussed in detail. The effect of rain on the OAT signals is presented as a function of the air speed. Use of a 4 pole 1/20 Hertz filter is demonstrated by both the IR and thermal data. Participation in the NASA 1992 program was discussed. FAA direction in the continuing Certification program requires the addition of a reactive feature to the AWAS predictive system. This combined system will not require flight guidance on newer aircraft. The features of AWAS-IV, with the NASA algorithm included, were presented. Expected completion of the FAA Certification plan was also described.
It would be hard to argue against the fact that Integrated Computational Materials Engineering (ICME) is a fast growing discipline within material science and engineering. A quick scan of the proceedings from conferences such as Aeromat, Material Science and Technology, and the TMS Annual Meeting clearly shows it. What began a few years ago as one symposium has grown into multiple ICME related symposia at each of these conferences. As encouraging as the number of symposia being offered is the attendance at the symposia. For example, one of the ICME symposia at MS&T 10, the symposium in which this book is based, had five sessions which culminated in a panel discussion that was standing room only. In addition to the large, annual materials science and engineering conferences, smaller 1 to 2-day conferences/workshops sponsored by government agencies (e.g. AFRL and NIST) on specific aspects of ICME and by universities promoting their ICME work are regularly offered. And arguably the most significant news with regards to ICME and conferences is the July 2011 First World Congress on ICME. This five day TMS sponsored conference, specifically focused on ICME with an international advisory board of ICME leaders, shows how far ICME has spread across the globe. Evidence for the growth of ICME can also be found in Academia. The University Materials Council (UMC) is composed of department heads for material science and engineering from major U.S. and Canadian universities. Meeting twice a year to share best practices in order to strengthen both the engineering content [1] and the educational process, the UMC s agenda for their Spring 2010 meeting was dedicated to ICME [2]. This meeting was held in response to the growing awareness that the universities play a major role in the success of ICME and therefore need to develop ICME curriculum in order to meet that need. To aid educators in the development of ICME courses, NSF is funding a "Summer School" on ICME to be held at the University of Michigan in 2011 [3]. Northwestern University recently announced a MS Certificate Program in ICME [4]. Course work for this certificate begins in the Fall of 2011. Other signs that ICME is growing comes from the formation of ICME initiatives from work that did not start off with ICME in mind. One of the committees in ASM International is the Materials Properties Database Committee (MPDC). In the 2010 meeting of the MPDC, based on a study by ASM, the committee decided that it would create an ICME sub-committee in order to determine how ASM can meet the growing needs of the ICME community [5]. In 1999, the Air Force Research Laboratory (AFRL) created a consortium, the Metals Affordability Initiative (MAI), with members from both industry and government with a goal of reducing the cost and time to market of producing metal parts for aerospace applications [6].
The refan JT8D-109 performance and stability characteristics are reported as determined from sea level testing, altitude testing, and DC-9 flight testing. The test results are summarized as follows: (1) TSFC at SLS achieved design goal of 12.66 percent reduction. (2) TSFC at altitude average cruise power 0.5 percent higher than design goal, (3) TSFC at altitude maximum cruise power 1.7-3.7 percent higher than design goal, (4) ground starting consistent with JT8D-9 base engine, (5) successful flight starts without starter assist, (6) transient surge margin equivalent to JT8D-9, (7) stable engine operation with inlet distortion, and (8) stable engine operation during snap acceleration and deceleration. A flight idle setting is required for acceptable aborted-landing go-around acceleration time due to increase in low-rotor moment of inertia, and a performance improvement program should be conducted as part of any future certification program.
The Space Shuttle orbiter flight test program has required the aerodynamicist to take a new approach in determining flight characteristics. A conventional flight test program of slowly and cautiously approaching more severe flight conditions was not possible with the orbiter. On the first four orbital flights, The orbiter entered the atmosphere at approximately Mach 29 and decelerated through the Mach range (the subsonic portion of flight had also been flown by another orbiter vehicle during the Approach and Landing Test Program). Certification for these flights was achieved by an extensive wind tunnel test and analysis program. The initial series of flights of the orbiter were heavily instrumented for the purpose of obtaining accurate aerodynamic data. The flight data derived from the entry Mach range provided comparisons between flight and wind tunnel derived predicted data in the areas of both aerodynamic performance and longitudinal trim.