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A history of the design and achievements of the high-speed, 1950s-era X-15 airplane is presented. The following chapters are included: A New Science; A Hypersonic Research Airplane; Conflict and Innovation; The Million-Horsepower Engine; High Range and Dry Lakes; Preparations; The Flight Program; and the Research Program. Selected biographies, flight logs and physical characteristics of the X-15 Airplane are included in the appendices.
Published analysis of HALOE and Boulder balloon measurements of water vapor have shown conflicting trends in stratospheric water vapor for the periods of 1981 through 2005. Analysis of the SAGE II monthly mean water vapor data filtered for large aerosol events for time periods from 1985-1991, 1995-1999, and 2000-2005 have shown a globally decreasing water vapor trend at 17.5km. Seasonal analysis for these three time periods show a decreasing trend in water vapor at 17.5km for the winter and spring seasons. The summer and autumn seasonal analysis show a decreasing trend from 1985-2005, however, there is a increasing trend in water vapor at 17.5km for these seasons during 1995-2005. Latitude vs height seasonal analysis show a decreasing trend in the lower stratosphere between 20S - 20N for the autumn season, while at the latitudes of 30-50S and 30-50N there is an increasing trend in water vapor at heights up to 15km for that season. Comparison with regions of monsoon activity (Asian and North American) show that the Asian monsoon region had some effect on the lower stratospheric moistening in 1995-1999, however, for the time period of 2000-2005, there was no change in the global trend analysis due to either monsoon region. This may be due to the limitations of the SAGE II data from 2000-2005.
I. Designs are constructed incrementally to meet requirements and solve problems: a) Requirements types: objectives, scenarios, constraints, ilities. etc. b) Problem/issue types: risk/safety, cost/difficulty, interaction, conflict, etc. II. Capture requirements, problems and solutions: a) Collect design and analysis products and make them accessible for integration and analysis; b) Link changes in design requirements, problems and solutions; and c) Harvest design data for design models and choice structures. III. System designs are constructed by multiple groups designing interacting subsystems a) Diverse problems, choice criteria, analysis methods and point solutions. IV. Support integration and global analysis of repercussions: a) System implications of point solutions; b) Broad analysis of interactions beyond totals of mass, cost, etc.
Two or more robotic arms having end effectors rigidly attached to an object to be moved are disclosed. A hybrid position/force control system is provided for driving each of the robotic arms. The object to be moved is represented as having a total mass that consists of the actual mass of the object to be moved plus the mass of the moveable arms that are rigidly attached to the moveable object. The arms are driven in a positive way by the hybrid control system to assure that each arm shares in the position/force applied to the object. The burden of actuation is shared by each arm in a non-conflicting way as the arm independently control the position of, and force upon, a designated point on the object.
Science on and from the Moon has important implications for expanding human knowledge and understanding, a prospect for the 21st Century that has been under discussion for at least the past 25 years. That having been said, however, there remain many issues of international versus national priorities, strategy, economy, and politics that come into play. The result is a very complex form of human behavior where science and exploration take center stage, but many other important human options are sacrificed. To renew this dialogue about the Moon, it seems we are already rushing pell-mell into it as has been done in the past. The U.S., Japan, China, India, and Russia either have sent or plan to send satellites and robotic landers there at this time. What does a return to the Moon mean, why are we doing this now, who should pay for it, and how? The only semblance of such a human enterprise seems to be the LHC currently coming online at CERN. Can it be used as a model of international collaboration rather than a sports or military event focused on national competition? Who decides and what is the human sacrifice? There are compelling arguments for establishing science on the Moon as one of the primary goals for returning to the Moon and venturing beyond. A number of science endeavors will be summarized, beyond lunar and planetary science per se. These include fundamental physics experiments that are background-limited by the Earth's magnetic dipole moment and noise produced by its atmosphere and seismic interior. The Moon is an excellent platform for some forms of astronomy. Other candidate Moon-based experiments vary from neutrino and gravitational wave astronomy, particle astrophysics, and cosmic-ray calorimeters, to space physics and fundamental physics such as proton decay. The list goes on and includes placing humans in a hostile environment to study the long-term effects of space weather. The list is long, and even newer ideas will come from this COSPAR conference. However, whatever the list the issue of cooperation and binding collaboration remains. As observers of Moon and other space enterprises, we all know that a room full of 60 scientists will not agree on much of anything and there will probably be 60! please for more funding. People have special interests and little common sense (e.g., conflict between NSF- and NASA-funding roadmaps). Scientists are no exception. Nevertheless, CERN has done it on Earth! Can we do the same on the Moon? Some of the present generation of proposals for science from and on the Moon, plus new ones, will witness a place in space exploration's future. It is clear, however, that the world has not thought this through adequately, except for talk about an international space federation whatever that is. An outpost on the Moon with humans permanently living there much like Antarctica on Earth may be in our future. However, such planning is our collective international responsibility and not that of special-interest investigators from individual nations unless they intend to pay for it.
One objective of the Small Aircraft Transportation System (SATS) Higher Volume Operations (HVO) project is to increase the capacity and utilization of small non-towered, non-radar equipped airports by transferring traffic management activities to an automated Airport Management Module (AMM) and separation responsibilities to general aviation (GA) pilots. Implementation of this concept required the development of a research Multi-Function Display (MFD) to support the interactive communications between pilots and the AMM. The interface also had to accommodate traffic awareness, self-separation, and spacing tasks through dynamic messaging and symbology for flight path conformance and conflict detection and alerting (CDA). The display served as the mechanism to support the examination of the viability of executing instrument operations designed for SATS designated airports. Results of simulation and flight experiments conducted at the National Aeronautics and Space Administration's (NASA) Langley Research Center indicate that the concept, as facilitated by the research MFD, did not increase pilots subjective workload levels or reduce their situation awareness (SA). Post-test usability assessments revealed that pilots preferred using the enhanced MFD to execute flight procedures, reporting improved SA over conventional instrument flight rules (IFR) procedures.
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.
This talk will provide a brief introduction to the formal methods developed at NASA Langley and the National Institute for Aerospace (NIA) for air traffic management applications. NASA Langley's formal methods research supports the Interagency Joint Planning and Development Office (JPDO) effort to define and develop the 2025 Next Generation Air Transportation System (NGATS). The JPDO was created by the passage of the Vision 100 Century of Aviation Reauthorization Act in Dec 2003. The NGATS vision calls for a major transformation of the nation s air transportation system that will enable growth to 3 times the traffic of the current system. The transformation will require an unprecedented level of safety-critical automation used in complex procedural operations based on 4-dimensional (4D) trajectories that enable dynamic reconfiguration of airspace scalable to geographic and temporal demand. The goal of our formal methods research is to provide verification methods that can be used to insure the safety of the NGATS system. Our work has focused on the safety assessment of concepts of operation and fundamental algorithms for conflict detection and resolution (CD&R) and self- spacing in the terminal area. Formal analysis of a concept of operations is a novel area of application of formal methods. Here one must establish that a system concept involving aircraft, pilots, and ground resources is safe. The formal analysis of algorithms is a more traditional endeavor. However, the formal analysis of ATM algorithms involves reasoning about the interaction of algorithmic logic and aircraft trajectories defined over an airspace. These trajectories are described using 2D and 3D vectors and are often constrained by trigonometric relations. Thus, in many cases it has been necessary to unload the full power of an advanced theorem prover. The verification challenge is to establish that the safety-critical algorithms produce valid solutions that are guaranteed to maintain separation under all possible scenarios. Current research has assumed perfect knowledge of the location of other aircraft in the vicinity so absolute guarantees are possible, but increasingly we are relaxing the assumptions to allow incomplete, inaccurate, and/or faulty information from communication sources.
Two decades of war have severely weakened Afghanistan s economy and infrastructure. Along with larger impacts on civil stability, education and health care, the current conflict in Afghanistan has resulted in widespread hunger and destitution. The 2005 National Risk and Vulnerability Assessment conducted by the United Nations found that 6.6 million Afghans do not meet their minimum food requirements and approximately 400,000 people each year are seriously affected by natural disasters, such as droughts, floods and extreme weather conditions. Given the poor security situation in the country, systems that will enable remote observations of variations of climate and their impacts on food production are critical for providing an appropriate and timely response. This chapter describes the remote sensing systems and food security analyses that the US Agency for International Development s Famine Early Warning Systems Network (FEWS NET) conducts in Afghanistan to monitor and provide information to international donors to ensure that adequate assistance is provided during this time of development and recovery.
Continuous monitoring of the ratio of cloud flashes to ground flashes may provide a better understanding of thunderstorm dynamics, intensification, and evolution, and it may be useful in severe weather warning. The National Lighting Detection Network TM (NLDN) senses ground flashes with exceptional detection efficiency and accuracy over most of the continental United States. A proposed Geostationary Lightning Mapper (GLM) aboard the Geostationary Operational Environmental Satellite (GOES-R) will look at the western hemisphere, and among the lightning data products to be made available will be the fundamental optical flash parameters for both cloud and ground flashes: radiance, area, duration, number of optical groups, and number of optical events. Previous studies have demonstrated that the optical flash parameter statistics of ground and cloud lightning, which are observable from space, are significantly different. This study investigates a Bayesian network methodology for discriminating lightning flash type (ground or cloud) using the lightning optical data and ancillary GOES-R data. A Directed Acyclic Graph (DAG) is set up with lightning as a "root" and data observed by GLM as the "leaves." This allows for a direct calculation of the joint probability distribution function for the lighting type and radiance, area, etc. Initially, the conditional probabilities that will be required can be estimated from the Lightning Imaging Sensor (LIS) and the Optical Transient Detector (OTD) together with NLDN data. Directly manipulating the joint distribution will yield the conditional probability that a lightning flash is a ground flash given the evidence, which consists of the observed lightning optical data [and possibly cloud data retrieved from the GOES-R Advanced Baseline Imager (ABI) in a more mature Bayesian network configuration]. Later, actual GLM and NLDN data can be used to refine the estimates of the conditional probabilities used in the model; i.e., the Bayesian network is a learning network. Methods for efficient calculation of the conditional probabilities (e.g., an algorithm using junction trees), finding data conflicts, goodness of fit, and dealing with missing data will also be addressed.
NASA is building its first new human-rated space exploration vehicles in nearly 40 years. This marks an important operational and cultural change from the Space Shuttle. In the wake of the Columbia disaster, the agency and the nation realized that NASA's goals and culture needed to change. The Ares Project, which is building the launch vehicles that will power human beings to the Moon, Mars, and beyond, is taking a page from the Saturn playbook by having NASA lead both the overall integration and the development of the Ares I upper stage. Ares is also creating a new culture of cooperation, openness, and informed risk taking as we set our sights on other worlds. Ares has established a team environment where issues can be discussed, information is shared, fun and teamwork are encouraged, and constructive conflict and accountability are expected. Following a "One NASA" philosophy, Ares is taking steps to strengthen cooperation among space centers, contractor partners, engineering and scientific communities, and headquarters personnel. As we learn lessons from things that went wrong with the Space Shuttle, we are also borrowing best practices from what has gone right with that program and others. All of these cultural elements will be necessary as we take the next steps beyond Earth orbit.
The Dynamic Multi-track Airways (DMA) Concept for Air Traffic Management (ATM) proposes a network of high-altitude airways constructed of multiple, closely spaced, parallel tracks designed to increase en-route capacity in high-demand airspace corridors. Segregated from non-airway operations, these multi-track airways establish high-priority traffic flow corridors along optimal routes between major terminal areas throughout the National Airspace System (NAS). Air traffic controllers transition aircraft equipped for DMA operations to DMA entry points, the aircraft use autonomous control of airspeed to fly the continuous-airspace airway and achieve an economic benefit, and controllers then transition the aircraft from the DMA exit to the terminal area. Aircraft authority within the DMA includes responsibility for spacing and/or separation from other DMA aircraft. The DMA controller is responsible for coordinating the entry and exit of traffic to and from the DMA and for traffic flow management (TFM), including adjusting DMA routing on a daily basis to account for predicted weather and wind patterns and re-routing DMAs in real time to accommodate unpredicted weather changes. However, the DMA controller is not responsible for monitoring the DMA for traffic separation. This report defines the mature state concept, explores its feasibility and performance, and identifies potential benefits. The report also discusses (a) an analysis of a single DMA, which was modeled within the NAS to assess capacity and determine the impact of a single DMA on regional sector loads and conflict potential; (b) a demand analysis, which was conducted to determine likely city-pair candidates for a nationwide DMA network and to determine the expected demand fraction; (c) two track configurations, which were modeled and analyzed for their operational characteristic; (d) software-prototype airborne capabilities developed for DMA operations research; (e) a feasibility analysis of key attributes in the concept design; (f) a near-term, transitional application of the DMA concept as a proving ground for new airborne technologies; and (g) conclusions. The analysis indicates that the operational feasibility of a national DMA network faces significant challenges, especially for interactions between DMAs and between DMA and non-DMA traffic. Provided these issues are resolved, sectors near DMAs could experience significant local capacity benefits.
The central nervous system must resolve the ambiguity of inertial motion sensory cues in order to derive an accurate representation of spatial orientation. Previous studies suggest that multisensory integration is critical for discriminating linear accelerations arising from tilt and translation head motion. Visual input is especially important at low frequencies where canal input is declining. The NASA Tilt Translation Device (TTD) was designed to recreate postflight orientation disturbances by exposing subjects to matching tilt self motion with conflicting visual surround translation. Previous studies have demonstrated that brief exposures to pitch tilt with foreaft visual surround translation produced changes in compensatory vertical eye movement responses, postural equilibrium, and motion sickness symptoms. Adaptation appeared greatest with visual scene motion leading (versus lagging) the tilt motion, and the adaptation time constant appeared to be approximately 30 min. The purpose of this study was to compare motion perception when the visual surround translation was inphase versus outofphase with pitch tilt. The inphase stimulus presented visual surround motion one would experience if the linear acceleration was due to foreaft self translation within a stationary surround, while the outofphase stimulus had the visual scene motion leading the tilt by 90 deg as previously used. The tilt stimuli in these conditions were asymmetrical, ranging from an upright orientation to 10 deg pitch back. Another objective of the study was to compare motion perception with the inphase stimulus when the tilts were asymmetrical relative to upright (0 to 10 deg back) versus symmetrical (10 deg forward to 10 deg back). Twelve subjects (6M, 6F, 22-55 yrs) were tested during 3 sessions separated by at least one week. During each of the three sessions (out-of-phase asymmetrical, in-phase asymmetrical, inphase symmetrical), subjects were exposed to visual surround translation synchronized with pitch tilt at 0.1 Hz for a total of 30 min. Tilt and translation motion perception was obtained from verbal reports and a joystick mounted on a linear stage. Horizontal vergence and vertical eye movements were obtained with a binocular video system. Responses were also obtained during darkness before and following 15 min and 30 min of visual surround translation. Each of the three stimulus conditions involving visual surround translation elicited a significantly reduced sense of perceived tilt and strong linear vection (perceived translation) compared to pre-exposure tilt stimuli in darkness. This increase in perceived translation with reduction in tilt perception was also present in darkness following 15 and 30 min exposures, provided the tilt stimuli were not interrupted. Although not significant, there was a trend for the inphase asymmetrical stimulus to elicit a stronger sense of both translation and tilt than the out-of-phase asymmetrical stimulus. Surprisingly, the inphase asymmetrical stimulus also tended to elicit a stronger sense of peak-to-peak translation than the inphase symmetrical stimulus, even though the range of linear acceleration during the symmetrical stimulus was twice that of the asymmetrical stimulus. These results are consistent with the hypothesis that the central nervous system resolves the ambiguity of inertial motion sensory cues by integrating inputs from visual, vestibular, and somatosensory systems.
NASA is building its first new human-rated space exploration vehicles in nearly 40 years. This marks an important operational and cultural change from the Space Shuttle. In the wake of the Columbia disaster, the agency and the nation realized that NASA's goals and culture needed to change. The Ares Projects Office (APO), which is building the launch vehicles that will power human beings to the Moon, Mars, and beyond, is taking a page from the Saturn playbook by having NASA lead both the overall integration and the development of the Ares I upper stage. APO is also creating a new culture of cooperation, openness, and informed risk taking as we set our sights on other worlds. APO has established a team environment where issues can be discussed, information is shared, fun and teamwork are encouraged, and constructive conflict and accountability are expected. Following a "One NASA" philosophy, APO is taking steps to strengthen cooperation among space centers, contractor partners, engineering and scientific communities, and headquarters personnel. As we learn lessons from things that Went wrong with the Space Shuttle, we are also borrowing best practices from what has gone right with that program and others. All of these cultural elements will be necessary as we take the next steps beyond Earth orbit.
We describe graph-based analysis methods for identifying and analyzing cross-subsystem interaction risks from subsystem connectivity information. By discovering external and remote influences that would be otherwise unexpected, these methods can support better communication among subsystem designers at points of potential conflict and to support design of more dependable and diagnosable systems. These methods identify hazard causes that can impact vulnerable functions or entities if propagated across interaction paths from the hazard source to the vulnerable target. The analysis can also assess combined impacts of And-Or trees of disabling influences. The analysis can use ratings of hazards and vulnerabilities to calculate cumulative measures of the severity and importance. Identification of cross-subsystem hazard-vulnerability pairs and propagation paths across subsystems will increase coverage of hazard and risk analysis and can indicate risk control and protection strategies.
We present a mathematical framework for the specification and verification of state-based conflict resolution algorithms that recover from loss of separation. In particular, we propose rigorous definitions of horizontal and vertical maneuver correctness that yield horizontal and vertical separation, respectively, in a bounded amount of time. We also provide sufficient conditions for independent correctness, i.e., separation under the assumption that only one aircraft maneuvers, and for implicitly coordinated correctness, i.e., separation under the assumption that both aircraft maneuver. An important benefit of this approach is that different aircraft can execute different algorithms and implicit coordination will still be achieved, as long as they all meet the explicit criteria of the framework. Towards this end we have sought to make the criteria as general as possible. The framework presented in this paper has been formalized and mechanically verified in the Prototype Verification System (PVS).
The Mission Operations Directorate (MOD) of the Johnson Space Center is responsible for providing continuous operations support for the International Space Station (ISS). Operations support requires flight controllers who are skilled in team performance as well as the technical operations of the ISS. Space Flight Resource Management (SFRM), a NASA adapted variant of Crew Resource Management (CRM), is the competency model used in the MOD. ISS flight controller certification has evolved to include a balanced focus on development of SFRM and technical expertise. The latest challenge the MOD faces is how to certify an ISS flight controller (operator) to a basic level of effectiveness in 1 year. SFRM training uses a two-pronged approach to expediting operator certification: 1) imbed SFRM skills training into all operator technical training and 2) use senior flight controllers as mentors. This paper focuses on how the MOD uses senior flight controllers as mentors to train SFRM skills. Methods: A mentor works with an operator throughout the training flow. Inserted into the training flow are guided-discussion sessions and on-the-job observation opportunities focusing on specific SFRM skills, including: situational leadership, conflict management, stress management, cross-cultural awareness, self care and team care while on-console, communication, workload management, and situation awareness. The mentor and operator discuss the science and art behind the skills, cultural effects on skills applications, recognition of good and bad skills applications, recognition of how skills application changes subtly in different situations, and individual goals and techniques for improving skills. Discussion: This mentoring program provides an additional means of transferring SFRM knowledge compared to traditional CRM training programs. Our future endeavors in training SFRM skills (as well as other organization s) may benefit from adding team performance skills mentoring. This paper explains our mentoring approach and discusses its effectiveness and future applicability in promoting SFRM/CRM skills.
This paper presents the results from a study that investigates the performance of aspects of an Airborne Separation Assistance System (ASAS) under varying demand levels using realistic traffic patterns. This study only addresses the tactical aspects of an ASAS using aircraft state data (latitude, longitude, altitude, heading and speed) to detect and resolve projected conflicts. The main focus of this paper is to determine the extent to which sole reliance on the proposed tactical ASAS can maintain aircraft separation at demand levels up to three times current traffic. The effect of mixing ASAS equipped aircraft with non-equipped aircraft that do not have the capability to self-separate is also investigated.