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Airborne Windshear Detection and Warning Systems. Fifth and Final Combined Manufacturers' and Technologists' Conference, part 2

The Fifth Combined Manufacturers' and Technologists' Airborne Windshear Review Meeting was hosted by the NASA Langley Research Center and the Federal Aviation Administration in Hampton, Virginia, on September 28-30, 1993. The purpose was to report on the highly successful windshear experiments conducted by government, academic institutions, and industry; to transfer the results to regulators, manufacturers, and users; and to set initiatives for future aeronautics technology research. The formal sessions covered recent developments in windshear flight testing, windshear modeling, flight management, and ground-based systems, airborne windshear detection systems, certification and regulatory issues, and development and applications of sensors for wake vortices and for synthetic and enhanced vision systems. This report was compiled to record and make available the technology updates and materials from the conference.

Delnore, Victor E.↗

NASA Accountability Report

NASA is piloting fiscal year (FY) 1997 Accountability Reports, which streamline and upgrade reporting to Congress and the public. The document presents statements by the NASA administrator, and the Chief Financial Officer, followed by an overview of NASA's organizational structure and the planning and budgeting process. The performance of NASA in four strategic enterprises is reviewed: (1) Space Science, (2) Mission to Planet Earth, (3) Human Exploration and Development of Space, and (4) Aeronautics and Space Transportation Technology. Those areas which support the strategic enterprises are also reviewed in a section called Crosscutting Processes. For each of the four enterprises, there is discussion about the long term goals, the short term objectives and the accomplishments during FY 1997. The Crosscutting Processes section reviews issues and accomplishments relating to human resources, procurement, information technology, physical resources, financial management, small and disadvantaged businesses, and policy and plans. Following the discussion about the individual areas is Management's Discussion and Analysis, about NASA's financial statements. This is followed by a report by an independent commercial auditor and the financial statements.

Source record↗

Free-Flying Magnetometer Data System

The Free-Flying Magnetometer (FFM) is an autonomous "sensorcraft" developed at the Jet Propulsion Laboratory (JPL) for the Enstrophy sounding rocket mission. This mission was a collaborative project between the University of New Hampshire, Cornell University and JPL. The science goal of the mission was the study of current filamentation phenomena in the northern auroral region through multipoint measurements of magnetic field. The technical objective of the mission was the proof of concept of the JPL FFM design and the demonstration of an in-situ multipoint measurement technique employing many free-flying spacecraft. Four FFMs were successfully deployed from a sounding rocket launched from Poker Flats, Alaska on February 11, 1999. These hockey-puck-sized (80 mm diameter, 38 mm. height, 250 gram mass) free flyers each carry a miniature 3-axis flux-gate magnetometer that output +/- 2 V signals corresponding to a +/- 60,000 nT measurement range for each axis. The FFM uses a synchronized four-channel Sigma(Delta) Analog-to-Digital Converter (ADC) having a dynamic range of +/- 2.5V and converting at a rate of 279 samples/second/channel. Three channels are used to digitize the magnetometer signals to 17-bit (1.144 nT/bit) resolution. The fourth ADC channel is multiplexed for system monitoring of four temperature sensors and two battery voltages. The FFM also contains two sun sensors, a laser diode which emits a fan-shaped beam, a miniature S-band transmitter for direct communication to the ground station antennas, an ultra-stable Temperature Compensated Crystal Oscillator (TCXO) clock, an integrated data subsystem implemented in a Field-Programmable Gate Array (FPGA), a 4 Mbit Static Random Access Memory (SRAM) for data storage and Lithium Thionyl Chloride batteries for power. Communicating commands to the FFM prior to deployment is achieved with an infrared (IR) link. The FFM IR receiver responds to 9-bit pulse coded signals that are generated by an IR Light Emitting Diode (LED) in the payload for turning FFM power on or off and placing the FFM in a test mode or flight mode. The IR links are also used to synchronize (zero) the clocks onboard all the FFMs through a reset pulse originating from the payload GPS receiver that is issued when the FFMs are in flight mode. The FPGA based data subsystem manages continuous data collection from the four ADC channels and sun sensors, formatting and storing the data to SRAM, and controlling downlink transmission. The transmitter is powered only after a 2547 frame SRAM buffer has been filled (approx. 5 minutes of data). The data is Viterbi encoded and sent to the S-band transmitter via a First-In-First-Out (FIFO) buffer who's output is clocked at 100 bits/second. After the 26-second transmission, the transmitter is turned off to reduce noise coupling to the sensitive magnetometer. The data subsystem control consists of a master state machine that performs data flow management and is interfaced through a prioritized interrupt scheme to state machines that service the ADC, sun sensors and transmitter FIFO. Continuous data collection prevents the missing of data during transmission and provides implicit time tagging of the data acquired by the ADC because of synchronization with the TCXO clock.

Blaes, B.↗

Notional Airspace Operations Demonstration Plan

The airspace operations demonstration (AOD) is intended to show that the Access 5 Step 1 functional requirements can be met. The demonstration will occur in two phases. The initial on-range phase will be carried out in restricted airspace to demonstrate the cooperative collision avoidance (CCA) functional requirements and to provide risk-reduction for the AOD by allowing the test team to rehearse some elements of the demonstration mission. The CCA system to be used in these flights is based on Automatic Dependent Surveillance-Broadcast (ADS-B) which is a commercially-available system by which airplanes constantly broadcast their current position and altitude to other aircraft and ground resources over a dedicated radio datalink. The final phase will occur in the national airspace (NAS) and will be the formal demonstration of the remainder of the proposed functional requirements. The general objectives of the AOD are as follows: (1) Demonstrate that the UAS can aviate in the NAS (2) Demonstrate that the UAS can navigate in the NAS (3) Demonstrate that the UAS can communicate with the NAS (4) Demonstrate that the UAS can perform selected collision avoidance functions in the NAS (5) Demonstrate that the UAS can evaluate and avoid weather conflicts in the NAS (6) Demonstrate that the UAS can provide adequate command and control in the NAS In addition to the stated objectives, there are a number of goals for the flight demonstration. The demo can be accomplished successfully without achieving these goals, but these goals are to be used as a guideline for preparing for the mission. The goals are: (1) Mission duration of at least 24 hours (2) Loiter over heavy traffic to evaluate the data block issue identified during the Access 5 Airspace Operations Simulations (3) Document the contingency management process and lessons learned (4) Document the coordination process for Ground Control Stations (GCS) handoff (5) Document lessons learned regarding the process of flying in the NAS Preliminary planning for a notional mission to achieve the objectives and goals has been prepared. The planning is intended to serve as a guide for detailed planning of the AOD.

Trongale, Nicholas A.↗

Autonomic Communications for Space: The Next Frontier?

Autonomic communications has been gaining ground as a vision for next generation communications. The success and flexibility of the Internet has lead to evaluations of utilizing IP for communications in space. The limitations of today's Internet ultimately also imply limitations for an IP deployment in space. Issues affecting the design of a future self-directing and self-managing data communications network for future space missions based on autonomic communications concepts are described and examined.

Rash, James L.↗

Human Factors Research for Space Exploration: Measurement, Modeling, and Mitigation

As part of NASA's Human Research Program, the Space Human Factors Engineering Project serves as the bridge between Human Factors research and Human Spaceflight applications. Our goal is to be responsive to the operational community while addressing issues at a sufficient level of abstraction to ensure that our tools and solutions generalize beyond the point design. In this panel, representatives from four of our research domains will discuss the challenges they face in solving current problems while also enabling future capabilities. Historically, engineering-dominated organizations have tended to view good Human Factors (HF) as a desire rather than a requirement in system design and development. Our field has made significant gains in the past decade, however; the Department of Defense, for example, now recognizes Human-System Integration (HSI), of which HF is a component, as an integral part of their divisions hardware acquisition processes. And our own agency was far more accepting of HF/HSI requirements during the most recent vehicle systems definition than in any prior cycle. Nonetheless, HF subject matter experts at NASA often find themselves in catch up mode... coping with legacy systems (hardware and software) and procedures that were designed with little regard for the human element, and too often with an attitude of we can deal with any operator issues during training. Our challenge, then, is to segregate the true knowledge gaps in Space Human Factors from the prior failures to incorporate best (or even good) HF design principles. Further, we strive to extract the overarching core HF issues from the point-design-specific concerns that capture the operators (and managers) attention. Generally, our approach embraces a 3M approach to Human Factors: Measurement, Modeling, and Mitigation. Our first step is to measure human performance, to move from subjective anecdotes to objective, quantified data. Next we model the phenomenon, using appropriate methods in our field, modifying them to suit the unique aspects of the space environment. Finally, we develop technologies, tools, and procedures to mitigate the decrements in human performance and capabilities that occur in space environments. When successful, we decrease risks to crew safety and to mission success. When extremely successful (or lucky), we devise generalizable solutions that advance the state of our practice. Our panel is composed of researchers from diverse domains of our project... from different boxes, if you will, of the Human Factors Analysis and Classification System (HFACS).

Kaiser, Mary K.↗

Materials Selection for Aerospace Systems

A systematic design-oriented, five-step approach to material selection is described: 1) establishing design requirements, 2) material screening, 3) ranking, 4) researching specific candidates and 5) applying specific cultural constraints to the selection process. At the core of this approach is the definition performance indices (i.e., particular combinations of material properties that embody the performance of a given component) in conjunction with material property charts. These material selection charts, which plot one property against another, are introduced and shown to provide a powerful graphical environment wherein one can apply and analyze quantitative selection criteria, such as those captured in performance indices, and make trade-offs between conflicting objectives. Finding a material with a high value of these indices maximizes the performance of the component. Two specific examples pertaining to aerospace (engine blades and pressure vessels) are examined, both at room temperature and elevated temperature (where time-dependent effects are important) to demonstrate the methodology. The discussion then turns to engineered/hybrid materials and how these can be effectively tailored to fill in holes in the material property space, so as to enable innovation and increases in performance as compared to monolithic materials. Finally, a brief discussion is presented on managing the data needed for materials selection, including collection, analysis, deployment, and maintenance issues.

Arnold, Steven M.↗

JPL Contamination Control Engineering

JPL has extensive expertise fielding contamination sensitive missions-in house and with our NASA/industry/academic partners.t Development and implementation of performance-driven cleanliness requirements for a wide range missions and payloads - UV-Vis-IR: GALEX, Dawn, Juno, WFPC-II, AIRS, TES, et al - Propulsion, thermal control, robotic sample acquisition systems. Contamination control engineering across the mission life cycle: - System and payload requirements derivation, analysis, and contamination control implementation plans - Hardware Design, Risk trades, Requirements V-V - Assembly, Integration & Test planning and implementation - Launch site operations and launch vehicle/payload integration - Flight ops center dot Personnel on staff have expertise with space materials development and flight experiments. JPL has capabilities and expertise to successfully address contamination issues presented by space and habitable environments. JPL has extensive experience fielding and managing contamination sensitive missions. Excellent working relationship with the aerospace contamination control engineering community/.

Molecular Contamination Spectral Effects (MCSE) Ch↗

Automated Discovery of Flight Track Anomalies

As new technologies are developed to handle the complexities of the Next Generation Air Transportation System (NextGen), it is increasingly important to address both current and future safety concerns along with the operational, environmental, and efficiency issues within the National Airspace System (NAS). In recent years, the Federal Aviation Administration’s (FAA) safety offices have been researching ways to utilize the many safety databases maintained by the FAA, such as those involving flight recorders, radar tracks, weather, and many other high- volume sensors, in order to monitor this unique and complex system. Although a number of current technologies do monitor the frequency of known safety risks in the NAS, very few methods currently exist that are capable of analyzing large data repositories with the purpose of discovering new and previously unmonitored safety risks. While monitoring the frequency of known events in the NAS enables mitigation of already identified problems, a more proactive approach of finding unidentified issues still needs to be addressed. This is especially important in the proactive identification of new, emergent safety issues that may result from the planned introduction of advanced NextGen air traffic management technologies and procedures. Development of an automated tool that continuously evaluates the NAS to discover both events exhibiting flight characteristics indicative of safety-related concerns as well as operational anomalies will heighten the awareness of such situations in the aviation community and serve to increase the overall safety of the NAS. This paper discusses the extension of previous anomaly detection work to identify operationally significant flights within the highly complex airspace encompassing the New York area of operations, focusing on the major airports of Newark International (EWR), LaGuardia International (LGA), and John F. Kennedy International (JFK). In addition, flight traffic in the vicinity of Denver International (DEN) airport/airspace is also investigated to evaluate the impact on operations due to variances in seasonal weather and airport elevation. From our previous research, subject matter experts determined that some of the identified anomalies were significant, but could not reach conclusive findings without additional supportive data. To advance this research further, causal examination using domain experts is continued along with the integration of air traffic control (ATC) voice data to shed much needed insight into resolving which flight characteristic(s) may be impacting an aircraft's unusual profile. Once a flight characteristic is identified, it could be included in a list of potential safety precursors. This paper also describes a process that has been developed and implemented to automatically identify and produce daily reports on flights of interest from the previous day.

Matthews, Bryan↗

Terminal Sequencing and Spacing (TSS)

The Federal Aviation Administration's (FAA) Next Generation Air Transportation System (or NextGen) is being designed to support the predicted increases in traffic volume and to increase the capacity, efficiency and safety of the National Airspace System (NAS). The Federal Aviation Administration (FAA) identifies Performance-Based Navigation (PBN) as a key enabling capability of NextGen and is actively publishing PBN procedures at major airports throughout the United States. Standard Terminal Arrival Routes (STARs), procedures, and approaches are designed to facilitate fuel-efficient continuous descent operations. However, their use is limited during periods of high traffic demand due to the complexity of merging multiple streams of aircraft to the same airport. As a result, most arrivals in the Terminal Radar Approach Control (TRACON) area continue to be controlled using radar vectoring and step-down descents, resulting in high workload for controllers and diverting aircraft from efficient PBN trajectories. To address this issue, NASA developed the Terminal Sequencing and Spacing (TSS) system, an advanced arrival management technology that combines time-based scheduling and controller-based precision spacing tools. TSS is a ground-based controller automation tool that facilitates sequencing and merging arrivals on Performance-Based Navigation (PBN) routes, especially during highly congested demand periods. The two main components of TSS are: 1) a scheduler that de-conflicts merging arrivals in the terminal area by computing appropriate arrival times to the runway threshold and upstream terminal merge points, and 2) a set of Controller-Managed Spacing (CMS) decision support tools to efficiently assist schedule conformance. Sixteen high-fidelity human-in-the-loop simulations involving more than five hundred hours of evaluation time, were conducted to mature TSS from proof-of-concept design to a fully functional prototype. Results indicate high controller use and acceptability of the CMS tools as well as improved PBN route conformance (Figure 2). The TSS technology was transferred to the FAA in 2014, and it is targeted for deployment to several busy airports in the U.S. starting in 2018. Potential enhancements to TSS using DataComm will also be presented.

controller-managed spacing↗

An Assessment of Civil Tiltrotor Concept of Operations in the Next Generation Air Transportation System

Based on a previous Civil Tiltrotor (CTR) National Airspace System (NAS) performance analysis study, CTR operations were evaluated over selected routes and terminal airspace configurations assuming noninterference operations (NIO) and runway-independent operations (RIO). This assessment aims to further identify issues associated with these concepts of operations (ConOps), and their dependency on the airspace configuration and interaction with conventional fixed-wing traffic. Safety analysis following a traditional Safety Management System (SMS) methodology was applied to CTR-unique departure and arrival failures in the selected airspace to identify any operational and certification issues. Additional CTR operational cases were then developed to get a broader understanding of issues and gaps that will need to be addressed in future CTR operational studies. Finally, needed enhancements to National Airspace System performance analysis tools were reviewed, and recommendations were made on improvements in these tools that are likely to be required to support future progress toward CTR fleet operations in the Next Generation Air Transportation System (NextGen).

Chung, William W.↗

FATE: The drifting Fish Aggregating Device (dFAD) TrajEctory Modeling Tool for Marine Protected Area Management

Drifting fish aggregating devices (dFADs) routinely enter marine protected areas (MPAs) and may undermine MPA protections by drifting out of the MPA with the aggregated fish biomass, or grounding and damaging sensitive coral reef habitats. MPA managers must decide whether to deploy resources in response to dFAD intrusions. To address this issue, we propose to quantify dFAD activity in relation to ocean currents, fish biomass, and animal telemetry at Palmyra Atoll, part of the Pacific Remote Islands Marine National Monument in the central Pacific Ocean. Specifically, we propose to develop the dFAD TrajEctory Tool (FATE). FATE is an innovative decision support tool that will use NASA observations and numerical models to predict future dFAD trajectories and inform TNC and USFWS whether they should deploy tactical resources (boats, personnel) to monitor, intercept, or retrieve dFADs that have entered the Refuge. The objectives are to use NASA observational constraints on ocean winds and currents to assist with the ecological management of the Palmyra Atoll NWR and MPA. Specifically, we will deliver an operational software tool that quantifies the grounding risk associated with each tracked dFAD and decision support for grounding risk mitigation via intercept at sea. This project addresses Element 3.3: Protected area management of the 2022 Ecological Conservation Solicitation by developing a tool needed by MPA managers to make tactical and strategic decisions focused on improving the effectiveness of MPAs. By quantifying the riskof dFADs, this project will help monitor and better inform the deployment of tactical (ships/personnel) and strategic (legislative) resources to better manage MPAs. This project is a collaboration between The Nature Conservancy, who operate long-term projects within the Palmyra MPA, and the U.S. Fish and Wildlife Service, who have the authority to make decisions related to its management. We expect that the results of our proposal will benefit marine resources within the Palmyra MPA and could be transferred to other remote MPAs within the US and other island nations within the Pacific Ocean.

TrajEctory↗

NASA Issues Related to use of Halon: Past, Present, Future

NASA began an official halon phaseout program in 1990. NASA has led the way in halon bank management and has participated in the search for halon alternatives. NASA representatives participate in technical committees of the National Fire Protection Association and United Nations Environment Program providing guidance on Halon Phaseout and acceptance, design, installation, and maintenance of Halon Alternatives. This paper addresses some of the key issues that are leading the agency away from dependence on halons for fire protection.

Collins, Michelle M.↗

The Development of an Airborne Information Management System for Flight Test

An airborne information management system is being developed at the NASA Dryden Flight Research Facility. This system will improve the state of the art in management data acquisition on-board research aircraft. The design centers around highly distributable, high-speed microprocessors that allow data compression, digital filtering, and real-time analysis. This paper describes the areas of applicability, approach to developing the system, potential for trouble areas, and reasons for this development activity. System architecture (including the salient points of what makes it unique), design philosophy, and tradeoff issues are also discussed.

Liquid cooling↗

Managing the Risk for Early Onset Osteoporosis in Long-Duration Astronauts Due to Spaceflight

Early Onset Osteoporosis is probably the most recognized but poorly understood long-term health risk due to spaceflight. Osteoporosis management is primarily prophylactic and clinical interventions rely upon the ability to predict fractures which is currently determined by surrogate measures of bone strength. The RMAT for Early Onset Osteoporosis identified some open issues related to the fact that long-duration astronauts compose a unique group of subjects for which clinical approaches for osteoporosis management do not apply. Long-duration astronauts are healthy, young (25 to 55 years of age), predominantly male, and physical fit relative to the typical osteoporosis patient. Moreover, during prolonged space missions (typically 6-month missions) the skeleton not only adapts to weightlessness, but is influenced by numerous risk factors induced by operational constraints, e.g., inability to maintain preflight weight-bearing and aerobic activities, sub-optimal dietary intake (e.g., high sodium content for food stability, lack of fresh fruit and vegetables), suppression of vitamin D metabolism by uv shielding, and remote medicine care. Moreover, adaptation results in novel changes to astronauts bones that cannot be detected by current medically-useful measures. Consequently, a panel of clinicians (recognized leaders and policy-makers in osteoporosis) was convened to review the dataset of bone measures and bone loss risk factors in long-duration astronauts. Driven by the queries in the RMAT, the panel was charged to determine 1) if an intervention is required to prevent this risk, 2) what type and at what time would intervention be optimal, 3) what is the clinical trigger that would require a medical response from flight surgeons and 4) how should research data be used in the clinical care of astronauts. Hence, the RMAT determined that a bone health policy need to be formulated specific for this unique cohort subjected to a novel skeletal condition

Sibonga, Jean D.↗

Understanding Crew Decision-Making in the Presence of Complexity: A Flight Simulation Experiment

Crew decision making and response have long been leading causal and contributing factors associated with aircraft accidents. Further, it is anticipated that future aircraft and operational environments will increase exposure to risks related to these factors if proactive steps are not taken to account for ever-increasing complexity. A flight simulation study was designed to collect data to help in understanding how complexity can, or may, be manifest. More specifically, an experimental apparatus was constructed that allowed for manipulation of information complexity and uncertainty, while also manipulating operational complexity and uncertainty. Through these manipulations, and the aid of experienced airline pilots, several issues have been discovered, related most prominently to the influence of information content, quality, and management. Flight crews were immersed in an environment that included new operational complexities suggested for the future air transportation system as well as new technological complexities (e.g. electronic flight bags, expanded data link services, synthetic and enhanced vision systems, and interval management automation). In addition, a set of off-nominal situations were emulated. These included, for example, adverse weather conditions, traffic deviations, equipment failures, poor data quality, communication errors, and unexpected clearances, or changes to flight plans. Each situation was based on one or more reference events from past accidents or incidents, or on a similar case that had been used in previous developmental tests or studies. Over the course of the study, 10 twopilot airline crews participated, completing over 230 flights. Each flight consisted of an approach beginning at 10,000 ft. Based on the recorded data and pilot and research observations, preliminary results are presented regarding decision-making issues in the presence of the operational and technological complexities encountered during the flights.

Young, Steven D.↗

Lessons Learned: Mechanical Component and Tribology Activities in Support of Return to Flight

The February 2003 loss of the Space Shuttle Columbia resulted in NASA Management revisiting every critical system onboard this very complex, reusable space vehicle in a an effort to Return to Flight. Many months after the disaster, contact between NASA Johnson Space Center and NASA Glenn Research Center evolved into an in-depth assessment of the actuator drive systems for the Rudder Speed Brake and Body Flap Systems. The actuators are CRIT 1-1 systems that classifies them as failure of any of the actuators could result in loss of crew and vehicle. Upon further evaluation of these actuator systems and the resulting issues uncovered, several research activities were initiated, conducted, and reported to the NASA Space Shuttle Program Management. The papers contained in this document are the contributions of many researchers from NASA Glenn Research Center and Marshall Space Flight Center as part of a Lessons Learned on mechanical actuation systems as used in space applications. Many of the findings contained in this document were used as a basis to safely Return to Flight for the remaining Space Shuttle Fleet until their retirement.

Tribology↗

Report of the workshop on Aviation Safety/Automation Program

As part of NASA's responsibility to encourage and facilitate active exchange of information and ideas among members of the aviation community, an Aviation Safety/Automation workshop was organized and sponsored by the Flight Management Division of NASA Langley Research Center. The one-day workshop was held on October 10, 1989, at the Sheraton Beach Inn and Conference Center in Virginia Beach, Virginia. Participants were invited from industry, government, and universities to discuss critical questions and issues concerning the rapid introduction and utilization of advanced computer-based technology into the flight deck and air traffic controller workstation environments. The workshop was attended by approximately 30 discipline experts, automation and human factors researchers, and research and development managers. The goal of the workshop was to address major issues identified by the NASA Aviation Safety/Automation Program. Here, the results of the workshop are documented. The ideas, thoughts, and concepts were developed by the workshop participants. The findings, however, have been synthesized into a final report primarily by the NASA researchers.

Morello, Samuel A.↗