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Aerospace Safety Advisory Panel

This annual report is based on the activities of the Aerospace Safety Advisory Panel in calendar year 2000. During this year, the construction of the International Space Station (ISS) moved into high gear. The launch of the Russian Service Module was followed by three Space Shuttle construction and logistics flights and the deployment of the Expedition One crew. Continuous habitation of the ISS has begun. To date, both the ISS and Space Shuttle programs have met or exceeded most of their flight objectives. In spite of the intensity of these efforts, it is clear that safety was always placed ahead of cost and schedule. This safety consciousness permitted the Panel to devote more of its efforts to examining the long-term picture. With ISS construction accelerating, demands on the Space Shuttle will increase. While Russian Soyuz and Progress spacecraft will make some flights, the Space Shuttle remains the primary vehicle to sustain the ISS and all other U.S. activities that require humans in space. Development of a next generation, human-rated vehicle has slowed due to a variety of technological problems and the absence of an approach that can accomplish the task significantly better than the Space Shuttle. Moreover, even if a viable design were currently available, the realities of funding and development cycles suggest that it would take many years to bring it to fruition. Thus, it is inescapable that for the foreseeable future the Space Shuttle will be the only human-rated vehicle available to the U.S. space program for support of the ISS and other missions requiring humans. Use of the Space Shuttle will extend well beyond current planning, and is likely to continue for the life of the ISS.

Source record↗

The effect of staggering a biplane

This investigation was carried out by request of the United States Air Service at the Massachusetts Institute of Technology wind tunnel in 1918. As the data collected may be of general interest, they are published here by the National Advisory Committee for Aeronautics. The lift, drag, and center of pressure travel are determined for a biplane with a stagger varying from +100% to -100%. It is found that the efficiency and the maximum lift increase with positive stagger. With large positive staggers the center of pressure is far forward and has a very slight travel with changes in lift coefficient.

Norton, F H↗

ARES Biennial Report 2012 Final

Since the return of the first lunar samples, what is now the Astromaterials Research and Exploration Science (ARES) Directorate has had curatorial responsibility for all NASA-held extraterrestrial materials. Originating during the Apollo Program (1960s), this capability at Johnson Space Center (JSC) included scientists who were responsible for the science planning and training of astronauts for lunar surface activities as well as experts in the analysis and preservation of the precious returned samples. Today, ARES conducts research in basic and applied space and planetary science, and its scientific staff represents a broad diversity of expertise in the physical sciences (physics, chemistry, geology, astronomy), mathematics, and engineering organized into three offices (figure 1): Astromaterials Research (KR), Astromaterials Acquisition and Curation (KT), and Human Exploration Science (KX). Scientists within the Astromaterials Acquisition and Curation Office preserve, protect, document, and distribute samples of the current astromaterials collections. Since the return of the first lunar samples, ARES has been assigned curatorial responsibility for all NASA-held extraterrestrial materials (Apollo lunar samples, Antarctic meteorites - some of which have been confirmed to have originated on the Moon and on Mars - cosmic dust, solar wind samples, comet and interstellar dust particles, and space-exposed hardware). The responsibilities of curation consist not only of the longterm care of the samples, but also the support and planning for future sample collection missions and research and technology to enable new sample types. Curation provides the foundation for research into the samples. The Lunar Sample Facility and other curation clean rooms, the data center, laboratories, and associated instrumentation are unique NASA resources that, together with our staff's fundamental understanding of the entire collection, provide a service to the external research community, which relies on access to the samples. The curation efforts are greatly enhanced by a strong group of planetary scientists who conduct peerreviewed astromaterials research. Astromaterials Research Office scientists conduct peer-reviewed research as Principal or Co-Investigators in planetary science (e. g., cosmochemistry, origins of solar systems, Mars fundamental research, planetary geology and geophysics) and participate as Co-Investigators or Participating Scientists in many of NASA's robotic planetary missions. Since the last report, ARES has achieved several noteworthy milestones, some of which are documented in detail in the sections that follow. Within the Human Exploration Science Office, ARES is a world leader in orbital debris research, modeling and monitoring the debris environment, designing debris shielding, and developing policy to control and mitigate the orbital debris population. ARES has aggressively pursued refinements in knowledge of the debris environment and the hazard it presents to spacecraft. Additionally, the ARES Image Science and Analysis Group has been recognized as world class as a result of the high quality of near-real-time analysis of ascent and on-orbit inspection imagery to identify debris shedding, anomalies, and associated potential damage during Space Shuttle missions. ARES Earth scientists manage and continuously update the database of astronaut photography that is predominantly from Shuttle and ISS missions, but also includes the results of 40 years of human spaceflight. The Crew Earth Observations Web site (http://eol.jsc.nasa.gov/Education/ESS/crew.htm) continues to receive several million hits per month. ARES scientists are also influencing decisions in the development of the next generation of human and robotic spacecraft and missions through laboratory tests on the optical qualities of materials for windows, micrometeoroid/orbital debris shielding technology, and analog activities to assess surface science operations. ARES serves as host to numerous students and visiting scientists as part of the services provided to the research community and conducts a robust education and outreach program. ARES scientists are recognized nationally and internationally by virtue of their success in publishing in peer-reviewed journals and winning competitive research proposals. ARES scientists have won every major award presented by the Meteoritical Society, including the Leonard Medal, the most prestigious award in planetary science and cosmochemistry; the Barringer Medal, recognizing outstanding work in the field of impact cratering; the Nier Prize for outstanding research by a young scientist; and several recipients of the Nininger Meteorite Award. One of our scientists received the Department of Defense (DoD) Joint Meritorious Civilian Service Award (the highest civilian honor given by the DoD). ARES has established numerous partnerships with other NASA Centers, universities, and national laboratories. ARES scientists serve as journal editors, members of advisory panels and review committees, and society officers, and several scientists have been elected as Fellows in their professional societies. This biennial report summarizes a subset of the accomplishments made by each of the ARES offices and highlights participation in ongoing human and robotic missions, development of new missions, and planning for future human and robotic exploration of the solar system beyond low Earth orbit.

Stansbery, Eileen↗

US Coast Guard GPS Information Center (GPSIC) and its function within the Civil GPS Service (CGS)

The Global Positioning System Information Center (GPSIC) was created to provide civil users of the Global Positioning System with timely system status and other GPS satellite information. The GPSIC began providing basic services on a test and evaluation basis in March 1990. Since then we have improved these services, formalized the information gathering processes, and expanded GPSIC operations to meet GPS user needs. The GPSIC serves as a central point of contact for civil users to make their interests and needs known to the system operator, the Department of Defense (DOD) under the management of the U.S. Air Force. The GPSIC provides GPS information to civil users through Operational Advisory Broadcasts (OAB) containing GPS performance data. The OABs are disseminated through numerous sources including 24 hour access to a voice telephone recording and a computer bulletin board system (BBS). The GPSIC staff also responds to individual user inquiries, comments, or concerns about civil access to and use of the GPS during normal working hours. This paper provides an overview of the Civil GPS Service as well as the details of the type of information and services that are available through the GPSIC and how they can be obtained. It will also address the future expansion of GPSIC responsibilities.

Luann Barndt↗

AAtS over AeroMACS Technology Trials on the Airport Surface

Air-Ground component of SWIM; Enables enhanced two-way information exchanges between flight operators, aircrew, and ATSP (TFM); Used in all flight domains including pre-departure and post-arrival; Aircrew active in CDM; For strategic planning, advisory information; Not for command control (data voice) Wireless communications system for airport surface; Family member of Mobile WiMAX: (IEEE802.16e), Band 5091-5150 MHz, Bandwidth 5 MHz - TDDOFDMA - Adaptive Modulation and Coding - Quality of Service (QoS)

Wireless Communications↗

Data on the Design of Plywood for Aircraft

This report makes available data which will aid the designer in determining the plywood that is best adapted to various aircraft parts. It gives the results of investigations made by the Forest Products Laboratory of the United States Forest Service at Madison, Wisconsin, for the Army and Navy Departments, and is one of a series of reports on the use of wood in aircraft prepared by the Forest Products Laboratory for publication by the National Advisory Committee for Aeronautics. The object of the study was to determine, through comprehensive tests, the mechanical and physical properties of plywood and how these properties vary with density, number, thickness, arrangement of the plies and direction of grain of the plies.

Elmendorf, Armin↗

Challenges of Space Mission Interoperability

This viewgraph presentation reviews some of the international challenges to space mission interoperability. Interoperability is the technical capability of two or more systems or components to exchange information and to use the information that has been exchanged. One of the challenges that is addressed is the problem of spectrum bandwidth, and interference. The key to interoperability is the standardization of space communications services and protocols. Various levels of international cross support are reviewed: harmony, cooperation cross support and confederation cross support. The various international bodies charged with implementing cross support are reviewed. The goal of the Interagency Operations Advisory Group (IOAG) is to achieve plug-and-play operations where all that is required is for each of the systems to use an agreed communications medium, after which the systems configure each other for the purpose of exchanging information and subsequently effect such exchange automatically.

interoperability↗

UAM Vision Concept of Operations (ConOps) UAM Maturity Level (UML) 4

This Vision ConOps is intended as a foundation to engage members of the UAM community and provide a consensus on the future vision of UAM operations. It provides a concept for more detailed discussion and a basis for the exploration of ideas using a common framework to inform the continued development and integration of UAM as part of the broader transportation system. Advanced Air Mobility (AAM) encompasses a range of innovative aviation technologies (small drones, electric aircraft, automated air traffic management, etc.) that are transforming aviation’s role in everyday life, including the movement of goods and people. Urban Air Mobility (UAM) represents one of the most exciting and complex AAM concepts with highly automated aircraft, providing commercial services to the public over densely populated cities. This concept has generated tremendous interest and industry investment. UAM envisages a future in which advanced technologies and new operational procedures enable practical, cost-effective air travel as an integral mode of transportation in metropolitan areas. It represents one of the most exciting and complex AAM concepts with highly automated aircraft providing commercial services to the public over densely populated cities. For this reason, the National Aeronautics and Space Administration (NASA) selected UAM as the initial goal of its AAM efforts and the focus of this Vision Concept of Operations (ConOps) document. UAM Community Vision ConOps: This Vision ConOps effort was led by experts from NASA’s Aeronautics Research Mission Directorate (ARMD) in collaboration with the Federal Aviation Administration (FAA) and Deloitte’s Ecosystem Advisory Group (a cohort of advisers with aviation, aerospace, and regulatory expertise). To develop this Vision ConOps, NASA, FAA, and Deloitte built upon the current body of aeronautical research and consulted with more than 100 stakeholder organizations. This UAM community includes entities ranging from legacy aviation leaders to innovators and new market entrants. Stakeholders consulted included the federal government, state and local government, aerospace original equipment manufacturers (OEMs), local transportation organizations, prospective UAM operators, academia, industry standards-setting bodies, airports, service suppliers, and others (as described in Appendix G). This input was captured through the following methods: • A series of more than two dozen interviews with industry experts, federal regulators, state and local governments, and industry trade groups provided insight into the challenges of UAM integration into the National Airspace System (NAS), as well as technology developments and a variety of perspectives as to how UAM systems will integrate. • A series of two-day community workshops enabling active, detailed engagement of nearly 100 industry, academic, federal, and state stakeholder individuals. These workshops, hosted by NASA and Deloitte, explored UAM concepts in detail, and stakeholders were invited to collaboratively analyze and propose solutions to some of the greatest conceptual challenges behind UAM at an intermediate state. • A review of more than 160 sources of UAM literature from across government, industry, and academia, which are listed in Appendix H. • The public sharing of workshop input and document drafts for review and input across the UAM community. Feedback in the form of more than 1,000 comments and inputs on the document was received from industry groups, individual companies, academia, and government (federal, state, and local), among others. Although effort was made to incorporate inputs from across the UAM stakeholder group, not all comments could ultimately be incorporated in this version. The team resolved conflicting comments or ideas while maintaining consistency with the known direction of regulators and ensuring the document was coherent and consistent. It is recognized that this is a rapidly evolving area and that concepts will likely change over time; as such, this Vision ConOps is a living document and is expected to evolve as concepts mature. The ConOps does, however, provide a vision of UAM concepts and solutions based on the broad insights from across the UAM stakeholder community at the time of its publication and is intended to serve as a UAM North Star for continued research and development of UAM. As a broad Vision ConOps, is not a detailed engineering document; rather, it focuses primarily on outlining a broad, high-level vision across all aspects of a UAM transportation system.

Urban Air Mobility↗

LDAR, A Three-Dimensional Lightning Warning System: Its Development and Use by the Government, and Transition to Public Availability

NASA, at the John F. Kennedy Space Center (KSC), developed and operates a unique high precision lightning location system to provide lightning related weather warnings. These warnings are used to stop lightning-sensitive operations such as space vehicle launches and ground operations where equipment and personnel are at risk. The data is provided to the Range Weather Operations [45th Weather Squadron, U. S. Air Force (USAF)] where it is used with other meteorological data to issue weather advisories and warnings for Cape Canaveral Air Station (CCAS) and KSC operations. This system, called Lightning Detection and Ranging (LDAR), provides users with a graphical display in three dimensions of 66 MHz radio frequency events generated by lightning processes. The locations of these events provide a sound basis for the prediction of lightning hazards. NASA and Global Atmospherics, Inc. are developing a new system that will replace the unique LDAR components with commercially available and maintainable components having improved capabilities. These components will be phased in to ensure full continuity and access to this important warning technology. These LDAR systems are expected to eventually be available for installation and use by the public at specialized facilities, such as airports, and for general weather warnings via the National Weather Service (NWS) or television broadcast. The NWS in Melbourne has had access to real-time LDAR data since 1993 on an experimental basis. This use of LDAR has shown promise for the improvement of aviation forecasts and severe weather warnings. More so, it has opened the door to investigate the feasibility of issuing lightning-related public advisories. The success of its early use suggests that this technology may improve safety and potentially save lives, therefore constituting a significant benefit to the public. This paper describes the LDR system, the plans and progress of these upgrades, and the potential benefits of its use.

Starr, Stan↗

Report by the Aerospace Safety Advisory Panel

The process of preparation for the first two shuttle flights was observed and information from both flights was gathered in order to confirm the concept and performance of the major elements of the space transportation system. To achieve truly operational operating safety, regularity, and minimum practical cost, the organization of efforts between the R&D community and any transportation service organization should be clearly separated with the latter organization assuming responsibilities for marketing its services; planning and acquiring prime hardware and spares; maintainance; certification of procedures; training; and creation of requirements for future development. A technical audit of the application of redundancy concepts to shuttle systems is suggested. The state of the art of space transportation hardware suggests that a number of concept changes may improve reliability, costs, and operational safety. For the remaining R&D flights, it is suggested that a redline audit be made of limits that should not be exceeded for ready to launch.

Source record↗

Design and Analysis of Corridors for UAM Operations

Urban Air Mobility (UAM) is predicted to provide alternate modes of transportation for cargo and passengers in the urban areas. Integration of UAM operations into the National Airspace System is a challenge especially around large airport. The Federal Aviation Administration’s (FAA) UAM Concept of Operations (ConOps) suggests new airspace structures for UAM operations such as corridors where FAA air traffic control (ATC) will not be expected to provide services. This paper presents a design for corridors in the Dallas Fort Worth (DFW) area that attempts to minimize air traffic controller interactions with UAM pilots and operators. The corridor and vertiports are then analyzed with respect to Class B separation criteria and wake advisory criteria. The results show that for the corridors designed for the DFW area and presented in this research, in some cases Class B separation criteria are not available between UAM corridors and legacy traffic due to the geometry of the airport. It shows that wake advisory criteria were not met for some segments in North Flow traffic but were generally met in South Flow. This means that some corridor segments at DFW airport will not be available for a given airport flow and may need new placements, which need further investigation.

Urban Air Mobility↗

Addressing and Presenting Quality of Satellite Data via Web-Based Services

With the recent attention to climate change and proliferation of remote-sensing data utilization, climate model and various environmental monitoring and protection applications have begun to increasingly rely on satellite measurements. Research application users seek good quality satellite data, with uncertainties and biases provided for each data point. However, different communities address remote sensing quality issues rather inconsistently and differently. We describe our attempt to systematically characterize, capture, and provision quality and uncertainty information as it applies to the NASA MODIS Aerosol Optical Depth data product. In particular, we note the semantic differences in quality/bias/uncertainty at the pixel, granule, product, and record levels. We outline various factors contributing to uncertainty or error budget; errors. Web-based science analysis and processing tools allow users to access, analyze, and generate visualizations of data while alleviating users from having directly managing complex data processing operations. These tools provide value by streamlining the data analysis process, but usually shield users from details of the data processing steps, algorithm assumptions, caveats, etc. Correct interpretation of the final analysis requires user understanding of how data has been generated and processed and what potential biases, anomalies, or errors may have been introduced. By providing services that leverage data lineage provenance and domain-expertise, expert systems can be built to aid the user in understanding data sources, processing, and the suitability for use of products generated by the tools. We describe our experiences developing a semantic, provenance-aware, expert-knowledge advisory system applied to NASA Giovanni web-based Earth science data analysis tool as part of the ESTO AIST-funded Multi-sensor Data Synergy Advisor project.

Leptoukh, Gregory↗

Investigation of Spiral Bevel Gear Condition Indicator Validation Via AC-29-2C Using Damage Progression Tests

This report documents the results of spiral bevel gear rig tests performed under a NASA Space Act Agreement with the Federal Aviation Administration (FAA) to support validation and demonstration of rotorcraft Health and Usage Monitoring Systems (HUMS) for maintenance credits via FAA Advisory Circular (AC) 29-2C, Section MG-15, Airworthiness Approval of Rotorcraft (HUMS) (Ref. 1). The overarching goal of this work was to determine a method to validate condition indicators in the lab that better represent their response to faults in the field. Using existing in-service helicopter HUMS flight data from faulted spiral bevel gears as a "Case Study," to better understand the differences between both systems, and the availability of the NASA Glenn Spiral Bevel Gear Fatigue Rig, a plan was put in place to design, fabricate and test comparable gear sets with comparable failure modes within the constraints of the test rig. The research objectives of the rig tests were to evaluate the capability of detecting gear surface pitting fatigue and other generated failure modes on spiral bevel gear teeth using gear condition indicators currently used in fielded HUMS. Nineteen final design gear sets were tested. Tables were generated for each test, summarizing the failure modes observed on the gear teeth for each test during each inspection interval and color coded based on damage mode per inspection photos. Gear condition indicators (CI) Figure of Merit 4 (FM4), Root Mean Square (RMS), +/- 1 Sideband Index (SI1) and +/- 3 Sideband Index (SI3) were plotted along with rig operational parameters. Statistical tables of the means and standard deviations were calculated within inspection intervals for each CI. As testing progressed, it became clear that certain condition indicators were more sensitive to a specific component and failure mode. These tests were clustered together for further analysis. Maintenance actions during testing were also documented. Correlation coefficients were calculated between each CI, component, damage state and torque. Results found test rig and gear design, type of fault and data acquisition can affect CI performance. Results found FM4, SI1 and SI3 can be used to detect macro pitting on two more gear or pinion teeth as long as it is detected prior to progressing to other components or transitioning to another failure mode. The sensitivity of RMS to system and operational conditions limit its reliability for systems that are not maintained at steady state. Failure modes that occurred due to scuffing or fretting were challenging to detect with current gear diagnostic tools, since the damage is distributed across all the gear and pinion teeth, smearing the impacting signatures typically used to differentiate between a healthy and damaged tooth contact. This is one of three final reports published on the results of this project. In the second report, damage modes experienced in the field will be mapped to the failure modes created in the test rig. The helicopter CI data will then be re-processed with the same analysis techniques applied to spiral bevel rig test data. In the third report, results from the rig and helicopter data analysis will be correlated. Observations, findings and lessons learned using sub-scale rig failure progression tests to validate helicopter gear condition indicators will be presented.

gears↗

The role of the Consultative Committee on International Radio (CCIR) in time and frequency

The Consultative Committee on International Radio (CCIR) is a technical advisory group that, within the International Telecommunications Union (ITU), provides formal recommendations, technical advice, and technical information related to the allocation and use of the radio spectrum. The CCIR does its work through a number of separate study groups, each of which deals primarily with one or more radio based services recognized by the ITU. One of these, Study Group 7, is called 'Science Services' and deals with, among other things, time and frequency services, and related topics. This part of CCIR is probably best known for its development and implementation of the UTC time system in 1972. The U.S. National Administration develops proposed recommendations and provides other technical input to the CCIR through an organization of U.S. Study Groups that parallel those functioning internationally. Both the private and government sectors participate actively under the general oversight of the U.S. State Department and its U.S. CCIR National Committee. Current and projected future activities of U.S. and international Study Group 7 are described, including some examples of current recommendations, handbooks, and other documentation that might be useful for working with time and frequency applications.

Roger E. Beehler↗

What Do Our Users Want? Perspectives on Understanding and Meeting User Needs for Multi-Mission Data Services

The Sun-Earth Connection Active Archive (SECAA) project of NASA's Space Physics Data Facility operates a range of unique and heavily used multi-mission data services in support of the large-scale science objectives of the Great Observatory, including services such as CDAWeb, the CDAWeb Plus client, SSCWeb, OMNIweb and the CDF data format. In developing and operating these services, we have encountered and continue to struggle with a wide range of issues such as balancing scope and functionality with simplicity and ease of use, understanding the effectiveness of our choices and identifying areas most important for further improvement. In this paper, we will review our key services and then discuss some of our observations and new approaches to understanding and meeting user data service requirements. Some observations are obvious but may still have substantial implications; e.g. functionality without information content is of little user interest, which has led to our recent emphasis on development of web services interfaces, so the content and functionality we already serve is readily and fully available as a building block for new services. Some observations require careful design and tradeoffs; e.g. users will complain when they are offered interfaces with limited options but users are also easily intimidated and become lost when offered extensive options for customization. Some observations remain highly challenging; e.g. a comprehensive multi-mission, multi-source view of all data and services available easily produces a daunting list, but a more selective view can easily lead users to overlook available and relevant data. It is often difficult to obtain and meaningfully interpret measures of true productive usage and overall user satisfaction, even with a variety of techniques including statistics, citations, case studies, user feedback and advisory committees. Most of these issues will apply to and may even be more acute for distributed implementation architectures.

McGuire, Robert E.↗

Collaborative Arrival Planning: Data Sharing and User Preference Tools

Air traffic growth and air carrier economic pressures have motivated efforts to increase the flexibility of the air traffic management process and change the relationship between the air traffic control service provider and the system user. One of the most visible of these efforts is the U.S. government/industry "free flight" initiative, in which the service provider concentrates on safety and cross-airline fairness, and the user on their business objectives and operating preferences, including selecting their own path and speed in real-time. In the terminal arrival phase of flight, severe restrictions and rigid control are currently placed on system users, typically without regard for individual user operational preferences. Airborne delays applied to arriving aircraft into capacity constrained airports are imposed on a first-come, first-serve basis, and thus do not allow the system user to plan for or prioritize late arrivals, or to economically optimize their arrival sequence. A central tenant of the free-flight operating paradigm is collaboration between service providers and users in reaching air traffic management decisions. Such collaboration would be particularly beneficial to an airline's "hub" operation, where off-schedule arrival aircraft are a consistent problem, as they cause serious air-port ramp difficulties, rippling airline scheduling effects, and result in large economic inefficiencies. Greater collaboration can also lead to increased airport capacity and decrease the severity of over-capacity rush periods. In the NASA Collaborative Arrival Planning (CAP) project, both independent exchange of real-time data between the service provider and system user and collaborative decision support tools are addressed. Data exchange of real-time arrival scheduling, airspace management, and air carrier fleet data between the FAA service provider and an air carrier is being conducted and evaluated. Collaborative arrival decision support tools to allow intra-airline arrival preferences are being developed and simulated. The CAP project is part of and leveraged from the NASA/FAA Center TRACON Automation System (CTAS), a fielded set of decision support tools that provide computer generated advisories for both enroute and terminal area controllers to manage and control arrival traffic more efficiently. In this paper, the NASA Collaborative Arrival Planning project is outlined and recent results detailed, including the real-time use of CTAS arrival scheduling data by a major air carrier and simulations of tactical and strategic user preference decision support tools.

Zelenka, Richard E.↗

Automation and robotics for the Space Station - The influence of the Advanced Technology Advisory Committee

The reports of a committee established by Congress to identify specific systems of the Space Station which would advance automation and robotics technologies are reviewed. The history of the committee, its relation to NASA, and the reports which it has released are discussed. The committee's reports recommend the widespread use of automation and robotics for the Space Station, a program for technology development and transfer between industries and research and development communities, and the planned use of robots to service and repair satellites and their payloads which are accessible from the Space Station.

Nunamaker, Robert R.↗

Operating system for a real-time multiprocessor propulsion system simulator

The success of the Real Time Multiprocessor Operating System (RTMPOS) in the development and evaluation of experimental hardware and software systems for real time interactive simulation of air breathing propulsion systems was evaluated. The Real Time Multiprocessor Operating System (RTMPOS) provides the user with a versatile, interactive means for loading, running, debugging and obtaining results from a multiprocessor based simulator. A front end processor (FEP) serves as the simulator controller and interface between the user and the simulator. These functions are facilitated by the RTMPOS which resides on the FEP. The RTMPOS acts in conjunction with the FEP's manufacturer supplied disk operating system that provides typical utilities like an assembler, linkage editor, text editor, file handling services, etc. Once a simulation is formulated, the RTMPOS provides for engineering level, run time operations such as loading, modifying and specifying computation flow of programs, simulator mode control, data handling and run time monitoring. Run time monitoring is a powerful feature of RTMPOS that allows the user to record all actions taken during a simulation session and to receive advisories from the simulator via the FEP. The RTMPOS is programmed mainly in PASCAL along with some assembly language routines. The RTMPOS software is easily modified to be applicable to hardware from different manufacturers.

Cole, G. L.↗