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At least 1,693 records · Page 94
All sourcesNASA NTRSDOE OSTI
NASA NTRS2022

Planning for a Martian Road Trip – The Mars2020 Mobility Systems Design

The Perseverance rover landed in Jezero Crateron Mars on February 18, 2021, marking the beginning of anepic road trip across Mars. The guiding principle of thePerseverance rover design was to replicate Curiosity, exceptfor when the new mission objectives mandated a change.The scientific objectives require that Perseverance drivemore quickly and more efficiently through more complexterrain than its predecessors. The mobility system forPerseverance exemplifies this, in that key portions areidentical, yet others have had major upgrades. Key upgradesinclude more tractive and more robust tires, newengineering cameras, a new computer dedicated for imageprocessing, and a more efficient AutoNav software suite.This paper will follow how the scientific objectives led tothe key and driving mobility requirements and how theserequirements were decomposed at the different subsystems.

Stragier, Michael M.↗
NASA NTRSDate not supplied

Differential Mobility Spectrometry on the ISS: Successes and Current Concerns

With the construction of the International Space Station (ISS), crew members moved from the relatively short flights of the Space Shuttle (~ 2 weeks) to missions lasting months to a year. As such, environmental monitoring needs also changed, transitioning from a reliance on archival sampling to a combination of archival sampling and in-flight data collection. In the case of trace volatile organic compound (VOC) monitoring, this in-flight monitoring was performed early on by the Volatile Organic Analyzer (VOA), a gas chromatograph-ion mobility spectrometer, which operated on the ISS for 7 years. This large, fixed-position analyzer was replaced by Air Quality Monitors (AQMs), a pair of small gas chromatograph-differential mobility spectrometers, in the spring of 2013. During their initial half decade of use, and covering multiple sets of units, the AQMs performed well, meeting all of their validation criteria and generally showing excellent accuracy when compared to the now-reduced archival samples. These instruments were also used to perform a survey of the US Operating Segment (US Lab Module, European Columbus Module, and Japanese Pressurized Module), confirming that the atmosphere in this segment is well-mixed. The AQMs were also able to provide important information in contingency situations, such as confirming that no ammonia was present on the ISS following alarms suggesting that the coolant loops had leaked in January 2015. As the fleet of AQMs has aged, though, issues of concern have arisen. These have ranged from pervasive electronics board problems to loss of sensitivity due to carbon dioxide to incorrect identification of compounds. Some of these issues are unavoidable due to the nature of the AQM’s use and preparation prior to flight. However, with the extension of the ISS to 2030 (well past its original 2024 lifetime), the fleet of AQMs will be asked to perform longer, requiring solutions to some of the inherent problems. In this presentation, we will discuss the history of the AQM on the ISS with a focus on more recent results. These results show both the continued usefulness of the AQM for atmospheric monitoring and also the current concerns, including: 1) the incorrect identification of benzene, 2) reporting of elevated isopropanol concentrations, and 3) the loss of the reactant ion peak (RIP) that must be resolved in order for the instrument to continue to serve as the primary trace VOC monitor on the ISS.

W T Wallace↗
NASA NTRSDate not supplied

Hierarchical Mixture of Experts for Advanced Air Mobility Flight Phase Classification

Advanced Air Mobility (AAM) and Urban Air Mobility (UAM) operations will have numerous vehicles and aircraft flying in the airspace, which poses safety and security concerns. Commercial airlines utilize Air Traffic Management (ATM) and Air Traffic Control (ATC) for real-time monitoring, surveillance, traffic coordination, and rerouting to maintain safe and efficient flight patterns. Transferring ATM and ATC architectures to AAM/UAM will be difficult to implement since AAM/UAM aircraft fly at lower altitudes, have more static and dynamic obstacles, operate in highly dense environments, and have several more aircraft to monitor for a given volume of the national airspace (NAS). Automatic flight phase classification will enhance efficiencies of ATM/ATC-like architectures for AAM/UAM. Classifying the main flight phases (takeoff, climb, cruise, descent, and landing) provides insight to ensure safe operations, provide situational awareness of the NAS, and monitor flights in case there are any emergencies. Typical flight phase classification methods are all-or-nothing, which will not capture or accurately classify the transitions between flight phases. Utilizing hierarchical mixture of experts (HME) provides a flight phase classification solution that includes transitions between the flight phases by assigning weights based on ground-based distributed sensor readings from cameras and radar. Adding the transitions between flight phases increases the fidelity of flight phase classification and provides deeper insight for flight phase classification by leveraging distributed sensing concepts.

distributed sensing↗
NASA NTRS2023

Distributed Sensing and Reasoning for Advanced Air Mobility Health Management and Mission Assurance

As envisioned, Advanced Air Mobility (AAM) and Urban Air Mobility (UAM) will introduce new vehicles and operations within the national airspace, moving people and cargo safely and efficiently at a much larger scale than today. Driven by transformative technology and revolutionary aircraft, this movement must still manage technical, regulatory, operational, and policy challenges. NASA’s work in support of AAM and UAM includes, but is not limited to tools, technologies, and architectures for distributed sensing of aircraft, data & reasoning services exchange, Human-Autonomy Teaming (HAT), contingency management, and vehicle health management. This paper builds upon these concepts and evaluates the use of distributed sensing and infrastructure assistance towards health management and mission assurance of UAM vehicles in specific operational scenarios. Through analysis of these example missions, aided by the data produced by the conceptual distributed sensing and reasoning infrastructure, we define opportunities for state estimation, diagnosis, and key decision points affecting the health state of the vehicle and the airspace volume. As a result, we define a number of measurable health state parameters providing relevant information to drive decision-making in contingency situations or feed automation tools in support of operators and managers.

Safety↗
NASA NTRSDate not supplied

Initial Testing of the Exploration Extravehicular Mobility Unit (xEMU) in Lunar Environment Simulation at the Neutral Buoyancy Lab (NBL) in 2022

Understanding how to effectively train for Extravehicular Activities (EVAs) for Artemis missions is critical. Tasked by the new Extravehicular Activity and Human Surface Mobility Program(EHP), a team of stakeholders from engineering and flight operations worked together to test the Exploration Extravehicular Mobility (xEMU) in the Neutral Buoyancy Lab(NBL) simulating the lunar environment. The NBL is a pool in which astronauts are typically trained to complete simulated International Space Station (ISS) EVA tasks in a neutral weigh-out. The overall focus for this test series was evaluating how well the NBL could be used as an effective simulated environment for Artemis lunar EVAs. New NBL support hardware was manufactured to support this test series and update the interfaces to be more representative of xEMU hardware such as a new NBL Portable Life Support System(PLSS)mock-up and umbilical, lights and cameras, and display and control unit (DCU).To simulate the 1/6th-gravity (1/6-g) environment, extra weights were added around the suit to create an accurate center of gravity representation. The Partial Gravity Weigh-out Stand (PGWS) predicted where and how much weight would be required for the 1/6th-G simulation and predicted the center of gravity placement. After the weigh-out attempt was completed, the suited participant would complete a set of directed tasks such as kneeling, object pick-up, and walking to evaluate the weigh-out. To create the lunar environment, sand, boulders, and ramps were added to the pool floor. If time allowed after weigh-out was determined acceptable, the flight operations team would direct the suited participants to complete simulated Artemis EVA tasks using flight-like tools and tool cart. The team also evaluated turning out the overhead lights in the NBL for a portion of some of the test runs and using a solar simulator to create amore realistic lunar south pole lighting environment. The test series completed one unmanned test and nine manned tests. With four of the tests, dual xEMU suited operations were completed with subjects in both the small and large xEMU sizes. Overall, the NBL was able to create an acceptable lunar landscape and ability to have two subjects work side by side in pressurized xEMUs which currently cannot be achieved in other test environments. Achieving a stable 1/6th-G lunar weigh-out and clear, consistent dual suit communications was a challenge for this series. Future work is planned to continue to improve this simulation environment.

spacesuit↗
NASA NTRSDate not supplied

Assessing Performance of Radar and Visual Sensing Techniques for Ground-To-Air Surveillance in Advanced Air Mobility

The safe integration of Unmanned Aircraft Vehicles (UAV) within the civil airspace is of great interest to NASA’s Advanced Air Mobility project, which envisions high density of operations in and around urban areas that include both UAV and AAM aircraft. To enable safe autonomous operations of both platforms, reliable airspace surveillance strategies must be designed and experimentally validated in relevant scenarios, where multiple small UAV operate flying in low altitude conditions. An example of such a scenario is described in this paper which provides performance assessment of various sensing strategies experimentally tested during flight campaigns with four UAV completing simultaneous missions from vertiports. Such campaigns are performed by the High Density Vertiplex subproject which assesses a prototype of Urban Air Mobility ecosystem. For the purposes of this work, the flights are observed from multiple sensing nodes each with radar and camera sensors. The visual detection and tracking algorithms achieved 96.1% to 99.9% average tracking coverage of the UAV above the horizon, reaching detection ranges larger than 1 kilometer for octocopter. Radar-based tracking shows a lower coverage mainly due to ground clutter removal challenges but provides comparable detection ranges and meter-level range accuracy.

Federica Vitiello↗
NASA NTRSDate not supplied

Differential Mobility Spectrometry on the ISS: Successes and Current Concerns

With the construction of the International Space Station (ISS), crew members moved from the relatively short flights of the Space Shuttle (~ 2 weeks) to missions lasting months to a year. As such, environmental monitoring needs also changed, transitioning from a reliance on archival sampling to a combination of archival sampling and in-flight data collection. In the case of trace volatile organic compound (VOC) monitoring, this in-flight monitoring was performed early on by the Volatile Organic Analyzer (VOA), a gas chromatograph-ion mobility spectrometer, which operated on the ISS for 7 years. This large, fixed-position analyzer was replaced by Air Quality Monitors (AQMs), a pair of small gas chromatograph-differential mobility spectrometers, in the spring of 2013. During their initial half decade of use, and covering multiple sets of units, the AQMs performed well, meeting all of their validation criteria and generally showing excellent accuracy when compared to the now-reduced archival samples. These instruments were also used to perform a survey of the US Operating Segment (US Lab Module, European Columbus Module, and Japanese Pressurized Module), confirming that the atmosphere in this segment is well-mixed. The AQMs were also able to provide important information in contingency situations, such as confirming that no ammonia was present on the ISS following alarms suggesting that the coolant loops had leaked in January 2015. As the fleet of AQMs has aged, though, issues of concern have arisen. These have ranged from pervasive electronics board problems to loss of sensitivity due to carbon dioxide to incorrect identification of compounds. Some of these issues are unavoidable due to the nature of the AQM’s use and preparation prior to flight. However, with the extension of the ISS to 2030 (well past its original 2024 lifetime), the fleet of AQMs will be asked to perform longer, requiring solutions to some of the inherent problems. In this presentation, we will discuss the history of the AQM on the ISS with a focus on more recent results. These results show both the continued usefulness of the AQM for atmospheric monitoring and also the current concerns, including: 1) the incorrect identification of benzene, 2) reporting of elevated isopropanol concentrations, and 3) the loss of the reactant ion peak (RIP) that must be resolved in order for the instrument to continue to serve as the primary trace VOC monitor on the ISS.

William T. Wallace↗
NASA NTRSDate not supplied

Hierarchical Mixture of Experts for Advanced Air Mobility Flight Phase Classification

Advanced Air Mobility (AAM) and Urban Air Mobility (UAM) operations will have numerous vehicles and aircraft flying in the airspace, which poses safety and security concerns. Commercial airlines utilize Air Traffic Management (ATM) and Air Traffic Control (ATC) for real-time monitoring, surveillance, traffic coordination, and rerouting to maintain safe and efficient flight patterns. Transferring ATM and ATC architectures to AAM/UAM will be challenging to implement since AAM/UAM aircraft fly at lower altitudes, have more static and dynamic obstacles, operate in highly dense environments, and have several more aircraft to monitor for a given volume of the national airspace (NAS). Aircraft typically have the following flight phases: takeoff, climb, cruise, descent, and landing. Classifying these flight phases provides insight into ensuring safe operations, providing situational awareness of the NAS, and monitoring flights in emergencies. Automatic flight phase classification will enhance the efficiencies of ATM/ATC-like architectures for AAM/UAM, especially since numerous aircraft will be flying in highly dense urban environments. Typical flight phase classification methods are all-or-nothing, which will not capture or accurately classify the transitions between flight phases. Utilizing hierarchical mixture of experts (HME) provides a flight phase classification solution that includes transitions between the flight phases by assigning weights based on ground-based distributed sensor readings from cameras and radar. Adding the transitions between flight phases increases the fidelity of flight phase classification and provides deeper insight into flight phase classification by leveraging distributed sensing concepts. Simulation results and post-processed flight test results demonstrate the utility of HME for automatic and robust flight phase classification for real-time AAM operations.

distributed sensing↗
NASA NTRSDate not supplied

Mobile LiDAR as A Tool for Terrestrial and Planetary Cave Exploration and Mapping

The Kinematic Navigation and Cartography Knapsack (KNaCK) team at NASA’s Marshall Space Flight Center in Huntsville, Alabama is developing tools that enable ultra-high resolution terrain mapping and navigation using mobile LiDAR (Light Detection and Ranging) and SLAM (Simultaneous Localization and Mapping) algorithms in fully GPS-denied and unilluminated environments. The backpack mounted LiDAR instrument under development by our team demonstrates the potential of mobile SLAM LiDAR for use in challenging lunar and planetary surface environments as well as for lunar, planetary, and terrestrial cave exploration, study, and utilization.

LiDAR↗
NASA NTRSDate not supplied

Individual Response Trends to Urban Air Mobility Noise in A Laboratory Study

Advanced Air Mobility, of which Urban Air Mobility (UAM) is a subset, presents new opportunities for more dynamic aviation transportation systems. It is essential to understand the human response to the noise of these vehicles for sustainable operations. This research aims to investigate the relationship between the noise level and number of events on individual human annoyance to UAM vehicle noise. A “noise and number” laboratory psychoacoustic study was conducted in the Exterior Effects Room at NASA Langley Research Center in January 2023. A total of 38 participants listened to 4-minute audio clips of UAM vehicle flyover noise and provided their annoyance response on an 11-point numerical scale. A test hypothesis was that annoyance to multiple flyovers can be found by adding the annoyance responses to individual flyovers. Results for the overall test subject pool suggest that annoyance grows faster than hypothesized as the number of aircraft events increases. This trend of faster annoyance growth only seems to hold when the individual flyovers are heard as distinct events. Parsing the data down to individuals provides further insight into the mechanisms contributing to the increased annoyance with number of events.

noise and number↗
NASA NTRSDate not supplied

Advancing Electric Propulsion Aircraft Evaluation for Urban Air Mobility: Insights from NASA-Ames

This presentation delves into a recent evaluation conducted at NASA-Ames on the Vertical Motion Simulator, focusing on the handling qualities of Distributed Electric Propulsion VTOL (eVTOL) aircraft, specifically tailored for Urban Air Mobility (UAM) applications. The presentation will focus on the recent effort to adapt and refine use of the Aeronautical Design Standard -33 (ADS-33) rotorcraft handling qualities developed by the U.S. Army and NASA to meet the diverse needs of civilian (eVTOL) concept evaluation. A brief discussion of the author’s personal test pilot insights in the early development of military Fly-By-Wire evaluation methods will also be provided. The emergence of innovative eVTOL designs with unique lift capabilities and flight control systems, present both opportunities and challenges, particularly in ensuring safety amidst technological complexity. To navigate these challenges, our investigation examined evaluation criteria designed to accommodate the varied configurations and advanced automation systems inherent in modern eVTOL aircraft. By establishing a standardized approach to evaluation, our research not only fosters innovation but also upholds safety standards in the dynamic landscape of urban air mobility. Through this endeavor, we help to facilitate the seamless integration of novel aircraft capabilities into new operations, contributing to a new era of safe and efficient aerial transportation.

Loran Allen Haworth↗
NASA NTRSDate not supplied

Advancing Electric Propulsion Aircraft Evaluation for Urban Air Mobility: Insights from NASA Ames

This presentation delves into a recent evaluation conducted at NASA-Ames on the Vertical Motion Simulator, focusing on the handling qualities of Distributed Electric Propulsion VTOL (eVTOL) aircraft, specifically tailored for Urban Air Mobility (UAM) applications. The presentation will focus on the recent effort to adapt and refine use of the Aeronautical Design Standard -33 (ADS-33) rotorcraft handling qualities developed by the U.S. Army and NASA to meet the diverse needs of civilian (eVTOL) concept evaluation. A brief discussion of the author’s personal test pilot insights in the early development of military Fly-By-Wire evaluation methods will also be provided. The emergence of innovative eVTOL designs with unique lift capabilities and flight control systems, present both opportunities and challenges, particularly in ensuring safety amidst technological complexity. To navigate these challenges, our investigation examined evaluation criteria designed to accommodate the varied configurations and advanced automation systems inherent in modern eVTOL aircraft. By establishing a standardized approach to evaluation, our research not only fosters innovation but also upholds safety standards in the dynamic landscape of urban air mobility. Through this endeavor, we help to facilitate the seamless integration of novel aircraft capabilities into new operations, contributing to a new era of safe and efficient aerial transportation.

eVTOL↗
NASA NTRSDate not supplied

HIRF Tolerance and Avoidance for Advanced Air Mobility Vehicles

Advanced Air Mobility (AAM), including Urban Air Mobility (UAM), and Unmanned Aerial Systems (UAS) vehicles may fly in similar airspace to Transport Category Rotorcraft, thereby requiring meeting the same stringent High-Intensity Radiated Fields (HIRF) certification requirements. In a previous effort, a proposed map-based approach protects a vehicle by keeping it away from high power sources at safe distances based on its tolerance level. By designing to a lower tolerance level, significant cost savings can be achieved at the cost of slightly more complex flight planning. However, too low a threshold can result in large avoidance areas, potentially reducing the vehicle operating space. This current effort suggests a minimum threshold for vehicles operating in an urban area. It is derived from analyzing regulatory transmitter data for New York City as a representative metropolitan. As a result, a vehicle can tolerate common lower-power transmitters by default and only needs to avoid far less common high-power sources. It is also found the existing HIRF requirements may be insufficient against many powerful transmitters such as weather radars and satellite uplink transmitters, and that the map-based approach can address this concern.

HIRF↗
NASA NTRSDate not supplied

Sensitivity Analysis for Takeoff and Landing Distance Parameters for Regional Air Mobility (RAM) Aircraft

Takeoff and landing performance models require low-speed aerodynamic and thrust characteristics that are difficult to predict in the conceptual design stage. Although an empirical approach can be utilized to predict takeoff and landing performance, this approach is inadequate for aircraft incorporating novel technologies and design such as those proposed for regional air mobility aircraft. The focus of this paper is to understand the sensitivity of takeoff and landing distance to aerodynamic, propulsive, and other parameters of interest for regional air mobility class vehicles. The aerodynamic and propulsive characteristics are generated and modified using simplified approximations based on fundamental physics and integrated into the equations of motion to calculate takeoff and landing distances. The most impactful parameters for takeoff and landing were those related to propulsion and the lift curve. Additional impactful parameters for landing included braking coefficient, approach angle, and wing incidence. Lesser impact was observed for the parameters describing the low-speed drag polar.

Gabino Martinez Rodriguez↗
NASA NTRSDate not supplied

HIRF Tolerance and Avoidance for Advanced Air Mobility Vehicles

Advanced Air Mobility (AAM), including Urban Air Mobility (UAM), and Unmanned Aerial Systems (UAS) vehicles may fly in similar airspace to Transport Category Rotorcraft, thereby requiring meeting the same stringent High-Intensity Radiated Fields (HIRF) certification requirements. In a previous effort, a proposed map-based approach protects a vehicle by keeping it away from high power sources at safe distances based on its tolerance level. By designing to a lower tolerance level, significant cost savings can be achieved at the cost of slightly more complex flight planning. However, too low a threshold can result in large avoidance areas, potentially reducing the vehicle operating space. This current effort suggests a minimum threshold for vehicles operating in an urban area. It is derived from analyzing regulatory transmitter data for New York City as a representative metropolitan area. As a result, a vehicle can tolerate common lower-power transmitters by default and only needs to avoid far less common high-power sources. It is also found the existing HIRF requirements may be insufficient against many powerful transmitters such as weather radars and satellite uplink transmitters, and that the map-based approach can address this concern.

HIRF↗
NASA NTRSDate not supplied

Atmospheric Composition Forecast Model Evaluation Using Ozone Measurements Collected by the Langley Mobile Ozone Lidar

The Langley Mobile Ozone Lidar (LMOL) is a mobile ground based lidar system based at NASA Langley in Hampton, Virginia. Between 2022 and 2024, LMOL collected over 2500 hours of ozone measurements for a range of different atmospheric conditions, including calm days, stratospheric intrusions, surface frontal passages, and long-range transported wildfire smoke plumes. Here, the data is used to evaluate the forecast accuracy of NASA’s Global GEOS Composition Forecasting (GEOS-CF) model. GEOS-CF makes daily three-dimensional forecasts of trace gases and aerosol species. Overall, for calm periods, the forecast model predicts lower tropospheric ozone at NASA Langley with reasonable accuracy (within 20%). The model best predicts the timing and extent of stratospheric intrusions but often vary in the magnitude of the ozone mixing ratio. Among the other types of atmospheric conditions, there is more variability in the model forecasts. Based on this analysis, model forecasts are utilized to determine future data acquisition opportunities with the goal of providing feedback to the modeling teams, thereby enabling them to better understand the model biases and improve the model forecasts of ozone during these different atmospheric conditions.

Daniel B Phoenix↗
DOE OSTI2011

DEVELOPMENT AND DEPLOYMENT OF THE MOBILE ARM RETRIEVAL SYSTEM (MARS) - 12187

Washington River Protection Solutions (WRPS) is developing and deploying Mobile Arm Retrieval System (MARS) technologies solutions to support retrieval of radioactive and chemical waste from underground single shell storage tanks (SST) located at the Hanford Site, which is near Richland, Washington. WRPS has developed the MARS using a standardized platform that is capable of deploying multiple retrieval technologies. To date, WRPS, working with their mentor-protege company, Columbia Energy and Environmental Services (CEES), has developed two retrieval mechanisms, MARS-Sluicing (MARS-S) and MARS-Vacuum (MARS-V). MARS-S uses pressurized fluids routed through spray nozzles to mobilize waste materials to a centrally located slurry pump (deployed in 2011). MARS-V uses pressurized fluids routed through an eductor nozzle. The eductor nozzle allows a vacuum to be drawn on the waste materials. The vacuum allows the waste materials to be moved to an in-tank vessel, then extracted from the SST and subsequently pumped to newer and safer double shell tanks (DST) for storage until the waste is treated for disposal. The MARS-S system is targeted for sound SSTs (i.e., non leaking tanks). The MARS-V is targeted for assumed leaking tanks or those tanks that are of questionable integrity. Both versions of MARS are beinglhave been developed in compliance with WRPS's TFC-PLN-90, Technology Development Management Plan [1]. TFC-PLN-90 includes a phased approach to design, testing, and ultimate deployment of new technologies. The MARS-V is scheduled to be deployed in tank 241-C-105 in late 2012.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2012

DEVELOPMENT AND DEPLOYMENT OF THE MOBILE ARM RETRIEVAL SYSTEM (MARS) - 12187

Washington River Protection Solutions (WRPS) is developing and deploying Mobile Arm Retrieval System (MARS) technologies solutions to support retrieval of radioactive and chemical waste from underground single shell storage tanks (SST) located at the Hanford Site, which is near Richland, Washington. WRPS has developed the MARS using a standardized platform that is capable of deploying multiple retrieval technologies. To date, WRPS, working with their mentor-protege company, Columbia Energy and Environmental Services (CEES), has developed two retrieval mechanisms, MARS-Sluicing (MARS-S) and MARS-Vacuum (MARS-V). MARS-S uses pressurized fluids routed through spray nozzles to mobilize waste materials to a centrally located slurry pump (deployed in 2011). MARS-V uses pressurized fluids routed through an eductor nozzle. The eductor nozzle allows a vacuum to be drawn on the waste materials. The vacuum allows the waste materials to be moved to an in-tank vessel, then extracted from the SST and subsequently pumped to newer and safer double shell tanks (DST) for storage until the waste is treated for disposal. The MARS-S system is targeted for sound SSTs (i.e., non leaking tanks). The MARS-V is targeted for assumed leaking tanks or those tanks that are of questionable integrity. Both versions of MARS are being/have been developed in compliance with WRPS's TFC-PLN-90, Technology Development Management Plan. TFC-PLN-90 includes a phased approach to design, testing, and ultimate deployment of new technologies. The MARS-V is scheduled to be deployed in tank 241-C-105 in late 2012.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗