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NASA NTRS1993

Space Station Freedom ground data system: Design and operations

Over the previous year the Space Station Freedom (SSF) Program (SSFP) ground data distribution system has become independent of a number of data systems that were to have been provided by other National Aeronautics and Space Administration (NASA) programs. Consequently, the SSFP has outlined the basic architecture of a new data system dedicated to supporting SSF requirements. This has been accomplished through a complete redesign of the ground network and a reallocation of selected functions. There are a number of aspects of the new ground data distribution system that are unique among NASA programs. These considerations make SSF ground data distribution one of the most extensive and complex data management challenges encountered in the arena of Space Operations. A description of this system comprises the main focus of the paper.

Dunning, Richard A., Jr.↗

NASA NTRS2014

Logistics Reduction Technologies for Exploration Missions

Human exploration missions under study are very limited by the launch mass capacity of existing and planned vehicles. The logistical mass of crew items is typically considered separate from the vehicle structure, habitat outfitting, and life support systems. Consequently, crew item logistical mass is typically competing with vehicle systems for mass allocation. NASA's Advanced Exploration Systems (AES) Logistics Reduction and Repurposing (LRR) Project is developing five logistics technologies guided by a systems engineering cradle‐to‐grave approach to enable used crew items to augment vehicle systems. Specifically, AES LRR is investigating the direct reduction of clothing mass, the repurposing of logistical packaging, the use of autonomous logistics management technologies, the processing of spent crew items to benefit radiation shielding and water recovery, and the conversion of trash to propulsion gases. The systematic implementation of these types of technologies will increase launch mass efficiency by enabling items to be used for secondary purposes and improve the habitability of the vehicle as the mission duration increases. This paper provides a description and the challenges of the five technologies under development and the estimated overall mission benefits of each technology.

Broyan, James L., Jr.↗

NASA NTRS2013

NASA Activity Update for the 2013 Unmanned Vehicle Systems International (UVSI) Yearbook

This year s report offers a high level perspective on some of the UAS related activities in which NASA is involved, both internal and external to the agency. Internally, NASA issued UAS operational policy on certification of NASA UAS and aircrew. A team of NASA UAS experts and operators analyzed all current procedures and best practices to design the policy. An update to the agencies Aircraft Operations Management Manual incorporated a new chapter to address UAS planning, preflight operations, flight operations, flight crew requirements, airworthiness and flight safety reviews. NASA UAS are classified into three categories based on weight and airspeed. Aircrews, including observers, are classified by how they interface with the UAS, and the policy defines qualifications, training, and currency. The NASA flight readiness approval process identifies risks and mitigations in order to reduce the likelihood and/or consequence of the risk to an acceptable level. The UAS operations process incorporates all aspects of airworthiness, flight standards and range safety exactly the same processes used for NASA manned aircraft operations. NASA has two internal organizations that routinely operate UAS. The Science Mission Directorate utilizes UAS as part of its Airborne Science Program and is the most frequent operator of NASA UAS in both national and international airspace. The Aeronautics Research Mission Directorate conducts UAS flight operations in addition to conducting research important to the UAS community. This past year the Science Mission Directorate supported the Hurricane and Severe Storm Sentimental (HS3) Mission with two NASA Global Hawk platforms. HS3 is a five-year mission specifically targeted to investigate the processes that underlie hurricane formation. During the 2012 portion of this mission the Global Hawk overflew hurricanes Leslie and Nadine in the Atlantic Ocean completing 6 flights and accumulating more than 148 flight hours. Another multi-year mission was initiated last year when the Sensor Integrated Environmental Remote Research Aircraft (SIERRA) UAS began surveying faults in California s Surprise Valley. A team of scientists and engineers from the United States Geological Survey (USGS), NASA Ames Research Center, Central Washington University, and Carnegie Mellon University will measure magnetic fields using ground surveys and the SIERRA to map the geophysics below the surface of Surprise Valley. The data collected will be used to generate 3D maps of the geophysical data of the area. The Aeronautics Mission Directorate continues its collaboration with Boeing to conduct UAS flight operations of the X-48C, a modified version of the X-48B originally built by Cranfield Aerospace, United Kingdom. The Aeronautics Mission Directorate utilizes vehicles of this size for a wide variety of research studies. Most of these operations are conducted within restricted airspace. The Aeronautics Research Mission Directorate also sponsors the UAS in the National Airspace System (NAS) Project, which is working in close cooperation with the Federal Aviation Administration (FAA) to address critical challenges associated with routine UAS operations in civil airspace. The project is focused on separation assurance and collision avoidance systems and algorithms, command and control for non-military operations including spectrum allocation requirements, human system interaction issues, and safety and certification topics.

Bauer, Jeffrey E.↗

NASA NTRS2015

Risk of Performance and Behavioral Health Decrements Due to Inadequate Cooperation, Coordination, Communication, and Psychosocial Adaptation within a Team

A team is defined as: "two or more individuals who interact socially and adaptively, have shared or common goals, and hold meaningful task interdependences; it is hierarchically structured and has a limited life span; in it expertise and roles are distributed; and it is embedded within an organization/environmental context that influences and is influenced by ongoing processes and performance outcomes" (Salas, Stagl, Burke, & Goodwin, 2007, p. 189). From the NASA perspective, a team is commonly understood to be a collection of individuals that is assigned to support and achieve a particular mission. Thus, depending on context, this definition can encompass both the spaceflight crew and the individuals and teams in the larger multi-team system who are assigned to support that crew during a mission. The Team Risk outcomes of interest are predominantly performance related, with a secondary emphasis on long-term health; this is somewhat unique in the NASA HRP in that most Risk areas are medically related and primarily focused on long-term health consequences. In many operational environments (e.g., aviation), performance is assessed as the avoidance of errors. However, the research on performance errors is ambiguous. It implies that actions may be dichotomized into "correct" or "incorrect" responses, where incorrect responses or errors are always undesirable. Researchers have argued that this dichotomy is a harmful oversimplification, and it would be more productive to focus on the variability of human performance and how organizations can manage that variability (Hollnagel, Woods, & Leveson, 2006) (Category III1). Two problems occur when focusing on performance errors: 1) the errors are infrequent and, therefore, difficult to observe and record; and 2) the errors do not directly correspond to failure. Research reveals that humans are fairly adept at correcting or compensating for performance errors before such errors result in recognizable or recordable failures. Astronauts are notably adept high performers. Most failures are recorded only when multiple, small errors occur and humans are unable to recognize and correct or compensate for these errors in time to prevent a failure (Dismukes, Berman, Loukopoulos, 2007) (Category III). More commonly, observers record variability in levels of performance. Some teams commit no observable errors but fail to achieve performance objectives or perform only adequately, while other teams commit some errors but perform spectacularly. Successful performance, therefore, cannot be viewed as simply the absence of errors or the avoidance of failure Johnson Space Center (JSC) Joint Leadership Team, 2008). While failure is commonly attributed to making a major error, focusing solely on the elimination of error(s) does not significantly reduce the risk of failure. Failure may also occur when performance is simply insufficient or an effort is incapable of adjusting sufficiently to a contextual change (e.g., changing levels of autonomy).

Landon, Lauren Blackwell↗

NASA NTRS1990

Automated Platform Management System Scheduling

The Platform Management System was established to coordinate the operation of platform systems and instruments. The management functions are split between ground and space components. Since platforms are to be out of contact with the ground more than the manned base, the on-board functions are required to be more autonomous than those of the manned base. Under this concept, automated replanning and rescheduling, including on-board real-time schedule maintenance and schedule repair, are required to effectively and efficiently meet Space Station Freedom mission goals. In a FY88 study, we developed several promising alternatives for automated platform planning and scheduling. We recommended both a specific alternative and a phased approach to automated platform resource scheduling. Our recommended alternative was based upon use of exactly the same scheduling engine in both ground and space components of the platform management system. Our phased approach recommendation was based upon evolutionary development of the platform. In the past year, we developed platform scheduler requirements and implemented a rapid prototype of a baseline platform scheduler. Presently we are rehosting this platform scheduler rapid prototype and integrating the scheduler prototype into two Goddard Space Flight Center testbeds, as the ground scheduler in the Scheduling Concepts, Architectures, and Networks Testbed and as the on-board scheduler in the Platform Management System Testbed. Using these testbeds, we will investigate rescheduling issues, evaluate operational performance and enhance the platform scheduler prototype to demonstrate our evolutionary approach to automated platform scheduling. The work described in this paper was performed prior to Space Station Freedom rephasing, transfer of platform responsibility to Code E, and other recently discussed changes. We neither speculate on these changes nor attempt to predict the impact of the final decisions. As a consequence some of our work and results may be outdated when this paper is published.

Hull, Larry G.↗

NASA NTRS2026

Timing the Flames: Geostationary Satellite Detection of Diurnally Shifting Stubble Burning in Northwestern India

Post-monsoon open-field stubble burning in northwestern (NW) India—a key agricultural region known as the “breadbasket”—is a longstanding practice used to clear fields. Satellite observations spanning over two decades have revealed significant upward trends in crop production, vegetative greenness, and the frequency of post-harvest fires, with this last contributing to hazardous air quality during the peak burning season (mid-October to mid-November). Since 2022, thermal anomaly data from Aqua-MODIS and SNPP-VIIRS sensors have shown a sharp decline in reported fire events—an observation that contrasts starkly with the concurrent rise in regional aerosol loading detected from space. This apparent discrepancy became particularly pronounced in 2024–2025, prompting a closer examination using high-temporal-resolution imagery from the Advanced Meteorological Imager (AMI) on the geostationary satellite GEO-KOMPSAT-2A. These observations revealed a clear spike in fire-related signals occurring around and after 4:00 p.m. local time, i.e., outside the typical noon to 2:00 p.m. detection window of the MODIS and VIIRS. A fire detection algorithm exploiting the fire-sensitive shortwave-infrared 3.8 μm signal and its contrast to 11.2 μm infrared observations is designed to adopt AMI observations and applied to its multi-year observations (2019–2025). The resulting fire dataset unambiguously shows a gradual shift in stubble burning activity toward the late afternoon hours beginning in 2022 which is underreported by polar-orbiting satellites. The orbital drift of NASA’s MODIS sensor on the Aqua platform allows detection of some of the gradually shifting fires during afternoon hours, but the MODIS still misses a large number of fires occurring around and after 4 p.m. The AMI’s relatively coarse spatial resolution (~4 km), a consequence of its slant viewing geometry over NW India, imposes inherent limitations on quantifying the full extent of fire occurrences. The operational air quality forecasting models currently assimilate satellite fire detections predominantly captured during early afternoon overpasses of the MODIS and VIIRS. The temporal shift in fire activity complicates such forecast, leading to a substantial underestimation of emissions. Intense stubble burning and the resulting air pollution highlight the need for effective crop residue management practices for mitigating the frequency of open biomass burning and thereby reducing episodic degradation of air quality and its associated public health and economic impacts.

post-monsoon stubble burning; northwestern India;↗

NASA NTRS2011

Risk Balance: A Key Tool for Mission Operations Assurance

The Mission Operations Assurance (MOA) discipline actively participates as a project member to achieve their common objective of full mission success while also providing an independent risk assessment to the Project Manager and Office of Safety and Mission Success staff. The cornerstone element of MOA is the independent assessment of the risks the project faces in executing its mission. Especially as the project approaches critical mission events, it becomes imperative to clearly identify and assess the risks the project faces. Quite often there are competing options for the project to select from in deciding how to execute the event. An example includes choices between proven but aging hardware components and unused but unproven components. Timing of the event with respect to visual or telecommunications visibility can be a consideration in the case of Earth reentry or hazardous maneuver events. It is in such situations that MOA is called upon for a risk balance assessment or risk trade study to support their recommendation to the Project Manager for a specific option to select. In the following paragraphs we consider two such assessments, one for the Stardust capsule Earth return and the other for the choice of telecommunications system configuration for the EPOXI flyby of the comet Hartley 2. We discuss the development of the trade space for each project's scenario and characterize the risks of each possible option. The risk characterization we consider includes a determination of the severity or consequence of each risk if realized and the likelihood of its occurrence. We then examine the assessment process to arrive at a MOA recommendation. Finally we review each flight project's decision process and the outcome of their decisions.

operations↗

NASA NTRS2019

An Approach for Uncertainty Quantification and Management of Unmanned Aerial Vehicle Health

The increasing interest in low-altitude unmanned aerial vehicle (UAV) operations is bringing along safety concerns. Performance of small, low-cost UAVs drastically changes with type, size and controller of the vehicle. Their reliability is lower when compared to reliability of commercial aircrafts, and the availability of on-board sensors for health and state awareness is extremely limited due to their size and propulsion capabilities. Uncertainty plays a dominant role in such a scenario, where a variety of UAVs of different size, propulsion systems, dynamic performance and reliability enters the low-altitude airspace. Unexpected failures could have dangerous consequences for both equipment and humans within that same airspace. As a result, a number of research works and methodologies are being proposed in the area of UAV dynamic modeling, health and safety monitoring, but uncertainty quantification is rarely addressed. Thus, this paper pro- poses a perspective towards uncertainty quantification for autonomous systems, giving special emphasis to a UAV health monitoring application. A formal approach to classify uncertainty is presented; it is utilized to identify the uncertainty sources in UAVs health and operations, and then map uncertainty within a predictive process. To show the application of the methodology proposed here, the design of a model-based powertrain health monitoring algorithm for small-size UAVs is used as case study. The example illustrates how the uncertainty quantification approach can help the modeling strategy, as well as the assessment of diagnostic and prognostic performance.

Health Monitoring↗

NASA NTRS2021

Simulation and Modeling Concepts for Secure Airspace Operations

This paper examines cyber security vulnerabilities of Urban Air Mobility operations. With the expected advent of new entrants including Unmanned Aerial Systems, Commercial Launch Vehicles and Urban Air Mobility aircraft, the future United States National Airspace System will have to evolve to include their operations along with the current commercial, general aviation and military operations. The National Aeronautics and Space Administration and the Federal Aviation Administration are working together to provide a vision for aviation operations in the future—2045 and beyond. Their National Airspace System Horizons initiative seeks to provide stakeholders a list of operational scenarios and technologies, concepts and strategies needed for supporting that vision. They have identified cybersecurity as one of the seven strategic interest areas for realizing this vision. Consequently, NASA is studying cyber resiliency for secure airspace operations. While there are many pathways to attack a cyber physical system such as Urban Air Mobility, their effect is expressed in modification or corruption of data/information used for controlling vehicles and making operational decisions. The paper describes cybersecurity technologies of Encryption, Blockchain, Virtual Information Fabric Infrastructure, Trusted Platform Module and Anomaly Detection for protecting the data, and the cyber resiliency of the current and future air traffic management system.

Urban Air Mobility↗

NASA NTRS2021

Simulation and Modeling Concepts for Secure Airspace Operations

Urban Air Mobility↗

NASA NTRS1991

Concepts, requirements, and design approaches for building successful planning and scheduling systems

Traditional practice of systems engineering management assumes requirements can be precisely determined and unambiguously defined prior to system design and implementation; practice further assumes requirements are held static during implementation. Human-computer decision support systems for service planning and scheduling applications do not conform well to these assumptions. Adaptation to the traditional practice of systems engineering management are required. Basic technology exists to support these adaptations. Additional innovations must be encouraged and nutured. Continued partnership between the programmatic and technical perspective assures proper balance of the impossible with the possible. Past problems have the following origins: not recognizing the unusual and perverse nature of the requirements for planning and scheduling; not recognizing the best starting point assumptions for the design; not understanding the type of system that being built; and not understanding the design consequences of the operations concept selected.

Hornstein, Rhoda Shaller↗

NASA NTRS2018

The Pathway to a Safe and Effective Spaceflight Medication Formulary: Expert Review Panel Recommendations

Exploration spaceflight poses several challenges to the provision of a comprehensive medication formulary. This formulary must accommodate the size and space limitations of the spacecraft, while addressing individual medication needs and preferences of the crew, consequences of a degrading inventory over time, the inability to resupply used or expired medications, and the need to forecast the best possible medication candidates to treat conditions that may occur. The Exploration Medical Capability (ExMC) Element's Pharmacy Project Team has developed a research plan (RP) that is focused on evidence-based models and theories as well as new diagnostic tools, treatments, or preventive measures aimed to ensure an available, safe, and effective pharmacy sufficient to manage potential medical threats during exploration spaceflight. Here, we will discuss the ways in which the ExMC Pharmacy Project Team pursued expert evaluation and guidance, and incorporated acquired insight into an achievable research pathway, reflected in the revised RP.

Daniels, V. R.↗

NASA NTRS1991

Neural mechanisms of kinesthesia

Our primary interest is in where the signals for position and movement of the limbs originate and how the information is encoded. Humans can independently sense the positions and movements of their limbs in the absence of vision, and their senses are derived from mechanoreceptors located in the limbs. Receptors in muscles, skin and joints are potential sources of position and movement signals, but how (and whether) each of these groups contributes to kinesthesia remains uncertain. Recent evidence indicates that a sense of static-position derives from length receptors in muscle, whereas receptors in the skin, and possibly though not likely the joints, can signal movement of a limb but not its static position. At present, we are examining the consequences of not having a static-position sense at the fingers apart from an inability to detect very slow displacements. Using a more demanding test, we have found no substantial difference in the accuracy of reproducing target positions passively imposed on the MCP joint and the proximal interphalangeal (PIP) joint of the index finger. Our working hypothesis is that subjects normally use movement sense mechanisms to detect displacements, probably because they are faster, but how (or whether) subjects manage to obtain an absolute position reference with only a movement sense available remains unknown and is an issue under investigation.

Clark, Francis J.↗

NASA NTRS2012

Application of MODIS Products to Infer Possible Relationships Between Basin Land Cover and Coastal Waters Turbidity Using the Magdalena River, Colombia, as a Case Study

Basin development and consequent change in basin land cover have been often associated with an increased turbidity in coastal waters because of sediment yield and nutrients loading. The later leads to phytoplankton abundance further exacerbating water turbidity. This subsequently affects biological and physical processes in coastal estuaries by interfering with sun light penetration to coral reefs and sea grass, and even affecting public health. Therefore, consistent estimation of land cover changes and turbidity trend lines is crucial to design environmental and restoration management plans, to predict fate of possible pollutants, and to estimate sedimentary fluxes into the ocean. Ground solely methods to estimate land cover change would be unpractical and traditional methods of monitoring in situ water turbidity can be very expensive and time consuming. Accurate monitoring on the status and trends of basin land cover as well as the water quality of the receiving water bodies are required for analysis of relationships between the two variables. Use of remote sensing (RS) technology provides a great benefit for both fields of study, facilitating monitoring of changes in a timely and cost effective manner and covering wide areas with long term measurements. In this study, the Magdalena River basin and fixed geographical locations in the estuarine waters of its delta are used as a case to study the temporal trend lines of both, land cover change and the reflectance of the water turbidity using satellite technology. Land cover data from a combined product between sensors Terra and Aqua (MCD12Q1) from MODIS will be adapted to the conditions in the Magdalena basin to estimate changes in land cover since year 2000 to 2009. Surface reflectance data from a MODIS, Terra (MOD09GQ), band 1, will be used in lieu of in situ water turbidity for the time period between 2000 and present. Results will be compared with available existing data.

Madrinan, Max Jacobo Moreno↗

NASA NTRS2016

Cyber-Threat Assessment for the Air Traffic Management System: A Network Controls Approach

Air transportation networks are being disrupted with increasing frequency by failures in their cyber- (computing, communication, control) systems. Whether these cyber- failures arise due to deliberate attacks or incidental errors, they can have far-reaching impact on the performance of the air traffic control and management systems. For instance, a computer failure in the Washington DC Air Route Traffic Control Center (ZDC) on August 15, 2015, caused nearly complete closure of the Centers airspace for several hours. This closure had a propagative impact across the United States National Airspace System, causing changed congestion patterns and requiring placement of a suite of traffic management initiatives to address the capacity reduction and congestion. A snapshot of traffic on that day clearly shows the closure of the ZDC airspace and the resulting congestion at its boundary, which required augmented traffic management at multiple locations. Cyber- events also have important ramifications for private stakeholders, particularly the airlines. During the last few months, computer-system issues have caused several airlines fleets to be grounded for significant periods of time: these include United Airlines (twice), LOT Polish Airlines, and American Airlines. Delays and regional stoppages due to cyber- events are even more common, and may have myriad causes (e.g., failure of the Department of Homeland Security systems needed for security check of passengers, see [3]). The growing frequency of cyber- disruptions in the air transportation system reflects a much broader trend in the modern society: cyber- failures and threats are becoming increasingly pervasive, varied, and impactful. In consequence, an intense effort is underway to develop secure and resilient cyber- systems that can protect against, detect, and remove threats, see e.g. and its many citations. The outcomes of this wide effort on cyber- security are applicable to the air transportation infrastructure, and indeed security solutions are being implemented in the current system. While these security solutions are important, they only provide a piecemeal solution. Particular computers or communication channels are protected from particular attacks, without a holistic view of the air transportation infrastructure. On the other hand, the above-listed incidents highlight that a holistic approach is needed, for several reasons. First, the air transportation infrastructure is a large scale cyber-physical system with multiple stakeholders and diverse legacy assets. It is impractical to protect every cyber- asset from known and unknown disruptions, and instead a strategic view of security is needed. Second, disruptions to the cyber- system can incur complex propagative impacts across the air transportation network, including its physical and human assets. Also, these implications of cyber- events are exacerbated or modulated by other disruptions and operational specifics, e.g. severe weather, operator fatigue or error, etc. These characteristics motivate a holistic and strategic perspective on protecting the air transportation infrastructure from cyber- events. The analysis of cyber- threats to the air traffic system is also inextricably tied to the integration of new autonomy into the airspace. The replacement of human operators with cyber functions leaves the network open to new cyber threats, which must be modeled and managed. Paradoxically, the mitigation of cyber events in the airspace will also likely require additional autonomy, given the fast time scale and myriad pathways of cyber-attacks which must be managed. The assessment of new vulnerabilities upon integration of new autonomy is also a key motivation for a holistic perspective on cyber threats.

Complex Networks↗

NASA NTRS2016

Spaceborne Sun-Induced Vegetation Fluorescence Time Series from 2007 to 2015 Evaluated with Australian Flux Tower Measurements

A global, monthly averaged time series of Sun-induced Fluorescence (SiF), spanning January 2007 to June 2015, was derived from Metop-A Global Ozone Monitoring Experiment 2 (GOME-2) spectral measurements. Far-red SiF was retrieved using the filling-in of deep solar Fraunhofer lines and atmospheric absorption bands based on the general methodology described by Joiner et al, AMT, 2013. A Principal Component (PC) analysis of spectra over non-vegetated areas was performed to describe the effects of atmospheric absorption. Our implementation (SiF KNMI) is an independent algorithm and differs from the latest implementation of Joiner et al, AMT, 2013 (SiF NASA, v26), because we used desert reference areas for determining PCs (as opposed to cloudy ocean and some desert) and a wider fit window that covers water vapour and oxygen absorption bands (as opposed to only Fraunhofer lines). As a consequence, more PCs were needed (35 as opposed to 12). The two time series (SiF KNMI and SiF NASA, v26) correlate well (overall R of 0.78) except for tropical rain forests. Sensitivity experiments suggest the strong impact of the water vapour absorption band on retrieved SiF values. Furthermore, we evaluated the SiF time series with Gross Primary Productivity (GPP) derived from twelve flux towers in Australia. Correlations for individual towers range from 0.37 to 0.84. They are particularly high for managed biome types. In the de-seasonalized Australian SiF time series, the break of the Millennium Drought during local summer of 2010/2011 is clearly observed.

Australia↗

NASA NTRS1994

Directions in parallel programming: HPF, shared virtual memory and object parallelism in pC++

Fortran and C++ are the dominant programming languages used in scientific computation. Consequently, extensions to these languages are the most popular for programming massively parallel computers. We discuss two such approaches to parallel Fortran and one approach to C++. The High Performance Fortran Forum has designed HPF with the intent of supporting data parallelism on Fortran 90 applications. HPF works by asking the user to help the compiler distribute and align the data structures with the distributed memory modules in the system. Fortran-S takes a different approach in which the data distribution is managed by the operating system and the user provides annotations to indicate parallel control regions. In the case of C++, we look at pC++ which is based on a concurrent aggregate parallel model.

Bodin, Francois↗

NASA NTRS1996

Human Factors in Cabin Accident Investigations

Human factors has become an integral part of the accident investigation protocol. However, much of the investigative process remains focussed on the flight deck, airframe, and power plant systems. As a consequence, little data has been collected regarding the human factors issues within and involving the cabin during an accident. Therefore, the possibility exists that contributing factors that lie within that domain may be overlooked. The FAA Office of Accident Investigation is sponsoring a two-day workshop on cabin safety accident investigation. This course, within the workshop, will be of two hours duration and will explore relevant areas of human factors research. Specifically, the three areas of discussion are: Information transfer and resource management, fatigue and other physical stressors, and the human/machine interface. Integration of these areas will be accomplished by providing a suggested checklist of specific cabin-related human factors questions for investigators to probe following an accident.

Chute, Rebecca D.↗