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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

The Advanced Technology Operations System: ATOS

Mission control systems supporting new space missions face ever-increasing requirements in terms of functionality, performance, reliability and efficiency. Modern data processing technology is providing the means to meet these requirements in new systems under development. During the past few years the European Space Operations Centre (ESOC) of the European Space Agency (ESA) has carried out a number of projects to demonstrate the feasibility of using advanced software technology, in particular, knowledge based systems, to support mission operations. A number of advances must be achieved before these techniques can be moved towards operational use in future missions, namely, integration of the applications into a single system framework and generalization of the applications so that they are mission independent. In order to achieve this goal, ESA initiated the Advanced Technology Operations System (ATOS) program, which will develop the infrastructure to support advanced software technology in mission operations, and provide applications modules to initially support: Mission Preparation, Mission Planning, Computer Assisted Operations, and Advanced Training. The first phase of the ATOS program is tasked with the goal of designing and prototyping the necessary system infrastructure to support the rest of the program. The major components of the ATOS architecture is presented. This architecture relies on the concept of a Mission Information Base (MIB) as the repository for all information and knowledge which will be used by the advanced application modules in future mission control systems. The MIB is being designed to exploit the latest in database and knowledge representation technology in an open and distributed system. In conclusion the technological and implementation challenges expected to be encountered, as well as the future plans and time scale of the project, are presented.

Kaufeler, J.-F.↗
NASA NTRS1993

ATOS-1: Designing the infrastructure for an advanced spacecraft operations system

The space industry has identified the need to use artificial intelligence and knowledge based system techniques as integrated, central, symbolic processing components of future mission design, support and operations systems. Various practical and commercial constraints require that off-the-shelf applications, and their knowledge bases, are reused where appropriate and that different mission contractors, potentially using different KBS technologies, can provide application and knowledge sub-modules of an overall integrated system. In order to achieve this integration, which we call knowledge sharing and distributed reasoning, there needs to be agreement on knowledge representations, knowledge interchange-formats, knowledge level communications protocols, and ontology. Research indicates that the latter is most important, providing the applications with a common conceptualization of the domain, in our case spacecraft operations, mission design, and planning. Agreement on ontology permits applications that employ different knowledge representations to interwork through mediators which we refer to as knowledge agents. This creates the illusion of a shared model without the constraints, both technical and commercial, that occur in centralized or uniform architectures. This paper explains how these matters are being addressed within the ATOS program at ESOC, using techniques which draw upon ideas and standards emerging from the DARPA Knowledge Sharing Effort. In particular, we explain how the project is developing an electronic Ontology of Spacecraft Operations and how this can be used as an enabling component within space support systems that employ advanced software engineering. We indicate our hope and expectation that the core ontology developed in ATOS, will permit the full development of standards for such systems throughout the space industry.

Poulter, K. J.↗
NASA NTRS2001

Achieving Space Shuttle ATO Using the Five-Segment Booster (FSB)

As part of the continuing effort to identify approaches to improve the safety and reliability of the Space Shuttle system, a Five-Segment Booster (FSB) design was conceptualized as a replacement for the current Space Shuttle boosters. The FSB offers a simple, unique approach to improve astronaut safety and increase performance margin. To determine the feasibility of the FSB, a Phase A study effort was sponsored by NASA and directed by the Marshall Space Flight Center. This study was initiated in March of 1999 and completed in December of 2000. The basic objective of this study was to assess the feasibility of the FSB design concept and also estimate the cost and scope of a full-scale development program for the FSB. In order to ensure an effective and thorough evaluation of the FSB concept, four team members were put on contract to support various areas of importance in assessing the overall feasibility of the design approach.

Sauvageau, Donald R.↗
NASA NTRS2002

Five-Segment Booster (FSB) Abort to Orbit (ATO) Studies

The Five Segment Booster (FSB) concept has been evolving for a number of years as a means to enhance the overall safety and reliability of the Space Shuttle system by minimizing the need to fly the more challenging Return to Launch Site (RTLS) and Transoceanic Abort Landing (TAL) abort profiles. The initial evaluation of the FSB concept was conducted in 1996 to determine the feasibility of the FSB in achieving transatlantic abort leading TAL from the pad, thus eliminating the return to launch site (RTLS) abort mode. The initial study was conducted by ATK Thiokol and did show the potential for the FSB to eliminate the RTLS abort mode. Later Rockwell (now Boeing) conducted a similar study utilizing FSB performance characteristics and verified that the FSB could indeed achieve TAL from the pad, thereby eliminating the necessity for the RTLS abort. The purpose of this paper is to discuss the details of the enhancements achieved through the internally funded study conducted by Boeing and ATK Thiokol. To better understand the enhancements that were addressed as part of this follow-on study, some background on what was achieved in the Phase A study is appropriate.

Tobias, Mark↗
NASA NTRS2009

Integration of Weather Data into Airspace and Traffic Operations Simulation (ATOS) for Trajectory- Based Operations Research

Explicit integration of aviation weather forecasts with the National Airspace System (NAS) structure is needed to improve the development and execution of operationally effective weather impact mitigation plans and has become increasingly important due to NAS congestion and associated increases in delay. This article considers several contemporary weather-air traffic management (ATM) integration applications: the use of probabilistic forecasts of visibility at San Francisco, the Route Availability Planning Tool to facilitate departures from the New York airports during thunderstorms, the estimation of en route capacity in convective weather, and the application of mixed-integer optimization techniques to air traffic management when the en route and terminal capacities are varying with time because of convective weather impacts. Our operational experience at San Francisco and New York coupled with very promising initial results of traffic flow optimizations suggests that weather-ATM integrated systems warrant significant research and development investment. However, they will need to be refined through rapid prototyping at facilities with supportive operational users We have discussed key elements of an emerging aviation weather research area: the explicit integration of aviation weather forecasts with NAS structure to improve the effectiveness and timeliness of weather impact mitigation plans. Our insights are based on operational experiences with Lincoln Laboratory-developed integrated weather sensing and processing systems, and derivative early prototypes of explicit ATM decision support tools such as the RAPT in New York City. The technical components of this effort involve improving meteorological forecast skill, tailoring the forecast outputs to the problem of estimating airspace impacts, developing models to quantify airspace impacts, and prototyping automated tools that assist in the development of objective broad-area ATM strategies, given probabilistic weather forecasts. Lincoln Laboratory studies and prototype demonstrations in this area are helping to define the weather-assimilated decision-making system that is envisioned as a key capability for the multi-agency Next Generation Air Transportation System [1]. The Laboratory's work in this area has involved continuing, operations-based evolution of both weather forecasts and models for weather impacts on the NAS. Our experience has been that the development of usable ATM technologies that address weather impacts must proceed via rapid prototyping at facilities whose users are highly motivated to participate in system evolution.

Peters, Mark↗
NASA NTRS2002

Drosophila atonal fully rescues the phenotype of Math1 null mice: new functions evolve in new cellular contexts

Many genes share sequence similarity between species, but their properties often change significantly during evolution. For example, the Drosophila genes engrailed and orthodenticle and the onychophoran gene Ultrabithorax only partially substitute for their mouse or Drosophila homologs. We have been analyzing the relationship between atonal (ato) in the fruit fly and its mouse homolog, Math1. In flies, ato acts as a proneural gene that governs the development of chordotonal organs (CHOs), which serve as stretch receptors in the body wall and joints and as auditory organs in the antennae. In the fly CNS, ato is important not for specification but for axonal arborization. Math1, in contrast, is required for the specification of cells in both the CNS and the PNS. Furthermore, Math1 serves a role in the development of secretory lineage cells in the gut, a function that does not parallel any known to be served by ato. We wondered whether ato and Math1 might be more functionally homologous than they appear, so we expressed Math1 in ato mutant flies and ato in Math1 null mice. To our surprise, the two proteins are functionally interchangeable.

Non-NASA Center↗
NASA NTRS2000

atonal regulates neurite arborization but does not act as a proneural gene in the Drosophila brain

Drosophila atonal (ato) is the proneural gene of the chordotonal organs (CHOs) in the peripheral nervous system (PNS) and the larval and adult photoreceptor organs. Here, we show that ato is expressed at multiple stages during the development of a lineage of central brain neurons that innervate the optic lobes and are required for eclosion. A novel fate mapping approach shows that ato is expressed in the embryonic precursors of these neurons and that its expression is reactivated in third instar larvae (L3). In contrast to its function in the PNS, ato does not act as a proneural gene in the embryonic brain. Instead, ato performs a novel function, regulating arborization during larval and pupal development by interacting with Notch.

NASA Discipline Developmental Biology↗
NASA NTRS2018

Geostationary Visible Imager Calibration for the CERES SYN1deg Edition 4 Product

The Clouds and the Earth’s Radiant Energy System (CERES) project relies on geostationary (GEO) imager derived TOA broadband fluxes and cloud properties to account for the regional diurnal fluctuations between the Terra and Aqua CERES and MODIS measurements. Anchoring the GEO visible calibration to the MODIS reference calibration and stability is critical for consistent fluxes and cloud retrievals across the 16 GEO imagers utilized in the CERES record. The CERES Edition 4A used GEO and MODIS ray-matched radiance pairs over all-sky tropical ocean (ATO-RM) to transfer the MODIS calibration to the GEO imagers. The primary GEO ATO-RM calibration was compared with the deep convective cloud (DCC) ray-matching and invariant desert/DCC target calibration methodologies, which are all tied to the same Aqua-MODIS calibration reference. Results indicate that most GEO record mean calibration method biases are within 1% with respect to ATO-RM. Most calibration method temporal trends were within 0.5% relative to ATO-RM. The monthly gain trend standard errors were mostly within 1% for all methods and GEOs. The close agreement amongst the independent calibration techniques validates all methodologies, and verifies that the coefficients are not artifacts of the methodology but rather adequately represent the true GEO visible imager degradation.

Doelling, David↗
DOE OSTI2026

Uptake and Binding of At‐211 Into K‐ and Cs‐Derivatives of Alpha‐Zirconium Phosphate Nanoplatelets for Use as a Targeted Alpha Therapy Delivery Platform

The ion exchange behavior of K- and Cs-derivatives of α-zirconium phosphate, A-ZrP, with the targeted alpha therapy (TAT) radionuclide 211 At, as At + and AtO + , has been investigated. The K-ZrP shows strong affinity for both At+ and AtO + , ≥99% uptake. The affinity to Cs-ZrP was less pronounced, 87%–94% uptake, favoring At + . The binding strength was tested against several leaching solutions, including carbonate, phosphate buffered saline (PBS), 4-(2-hydroxyethyl)-1-piperazineethanesulfonic acid (HEPES) buffers, and ethylenediaminetetraacetic acid (EDTA) solutions at various concentrations (0.1–10 mM). K-ZrP retained 211 At in all buffer and EDTA solutions up to 1 mM (<0.5% leaching). The Cs-ZrP showed no leaching of At + , while AtO + leached (1%–3%) in the carbonate and HEPES buffers, along with all of the EDTA solutions, with complete retention only in the PBS buffer. In all cases, when the EDTA concentration reached 10 mM, 211 At leaching was observed. Once incorporated into the ZrP nanoplatelets, significant shielding of the α-particles was observed, not only attenuating the intensity of the emission but also reducing the energy of the α-particles themselves exiting the nanoplatelets. These properties provide the basis for K-ZrP, and to a lesser extent, Cs-ZrP to be further considered as potentially promising candidates for a delivery mechanism of 211 At for application in TAT.

astatine-211↗
DOE OSTI2024

Alumina–Titania Nanolaminate Condensers for Hot Programmable Catalysis

Nanolaminates composed of thin alternating layers of Al2O 3 and TiO 2 (ATO) were engineered by using atomic layer deposition as the dielectric material for a Pt-on-carbon catalytic condenser. Investigation assessed synthesis parameters including the deposition temperature, Al 2 O 3 and TiO 2 layer thicknesses, total number of layers, and a capping Al 2 O 3 layer on the maximum charge accumulation in the Pt catalyst. The highest capacitance ATO configuration demonstrated a specific capacitance of ∼1200 nF/cm 2 with working voltages of ±5 V, enabling the storage of 4 × 10 13 electrons or holes per cm 2 at room temperature. The ATO devices exhibited enhanced capacitance at elevated temperatures of up to 400 °C, suggesting the suitability of these materials for high-temperature applications. Adsorption of carbon monoxide on the Pt/C-ATO device characterized by grazing incidence infrared spectroscopy showed changes in the surface binding energy of 13.1 ± 0.8 kJ/mol for an applied external voltage bias of ±1 V.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
NASA NTRS1995

Abort performance for a winged-body single-stage to orbit vehicle

Optimal control theory is employed to determine the performance of abort to orbit (ATO) and return to launch site (RTLS) maneuvers for a single-stage to orbit vehicle. The vehicle configuration examined is a seven engine, winged-body vehicle, that lifts-off vertically and lands horizontally. The abort maneuvers occur as the vehicle ascends to orbit and are initiated when the vehicle suffers an engine failure. The optimal control problems are numerically solved in discretized form via a nonlinear programming (NLP) algorithm. A description highlighting the attributes of this NLP method is provided. ATO maneuver results show that the vehicle is capable of ascending to orbit with a single engine failure at lift-off. Two engine out ATO maneuvers are not possible from the launch pad, but are possible after launch when the thrust to weight ratio becomes sufficiently large. Results show that single engine out RTLS maneuvers can be made for up to 180 seconds after lift-off and that there are scenarios for which RTLS maneuvers should be performed instead of ATP maneuvers.

Lyon, Jeffery A.↗
NASA NTRS2002

A Multi-Operator Simulation for Investigation of Distributed Air Traffic Management Concepts

This paper discusses the current development of an air traffic operations simulation that supports feasibility research for advanced air traffic management concepts. The Air Traffic Operations Simulation (ATOS) supports the research of future concepts that provide a much greater role for the flight crew in traffic management decision-making. ATOS provides representations of the future communications, navigation, and surveillance (CNS) infrastructure, a future flight deck systems architecture, and advanced crew interfaces. ATOS also provides a platform for the development of advanced flight guidance and decision support systems that may be required for autonomous operations.

Peters, Mark E.↗
NASA NTRS2005

Intelligent Engine Systems Work Element 1.2: Malfunction and Operator Error Reduction

Jet engines, although highly reliable and safe, do experience malfunctions that cause flight delays, passenger stress, and in some cases, in conjunction with inappropriate crew response, contribute to airplane accidents. On rare occasions, the anomalous engine behavior is not recognized until it is too late for the pilots to do anything to prevent or mitigate the resulting engine malfunction causing in-flight shutdowns (IFSDs), aborted takeoffs (ATOs), or loss of thrust control (LOTC). In some cases, the crew response to a myriad of external stimuli and existing training procedures is the source of the problem mentioned above. The problem is the reduction of jet engine malfunctions (IFSDs, ATOs, and LOTC) and inappropriate crew response (PSM+ICR) through the use of evolving and advanced technologies. The solution is to develop the overall system health maintenance architecture, detection and accommodation technologies, processes, and enhanced crew interfaces that would enable a significant reduction in IFSDs, ATOs, and LOTC. This program defines requirements and proposes a preliminary design concept of an architecture that enables the realization of the solution.

Wiseman, Matthew↗
NASA NTRS2006

NASA Stennis Space Center Integrated System Health Management Test Bed and Development Capabilities

Integrated System Health Management (ISHM) is a capability that focuses on determining the condition (health) of every element in a complex System (detect anomalies, diagnose causes, prognosis of future anomalies), and provide data, information, and knowledge (DIaK)-not just data-to control systems for safe and effective operation. This capability is currently done by large teams of people, primarily from ground, but needs to be embedded on-board systems to a higher degree to enable NASA's new Exploration Mission (long term travel and stay in space), while increasing safety and decreasing life cycle costs of spacecraft (vehicles; platforms; bases or outposts; and ground test, launch, and processing operations). The topics related to this capability include: 1) ISHM Related News Articles; 2) ISHM Vision For Exploration; 3) Layers Representing How ISHM is Currently Performed; 4) ISHM Testbeds & Prototypes at NASA SSC; 5) ISHM Functional Capability Level (FCL); 6) ISHM Functional Capability Level (FCL) and Technology Readiness Level (TRL); 7) Core Elements: Capabilities Needed; 8) Core Elements; 9) Open Systems Architecture for Condition-Based Maintenance (OSA-CBM); 10) Core Elements: Architecture, taxonomy, and ontology (ATO) for DIaK management; 11) Core Elements: ATO for DIaK Management; 12) ISHM Architecture Physical Implementation; 13) Core Elements: Standards; 14) Systematic Implementation; 15) Sketch of Work Phasing; 16) Interrelationship Between Traditional Avionics Systems, Time Critical ISHM and Advanced ISHM; 17) Testbeds and On-Board ISHM; 18) Testbed Requirements: RETS AND ISS; 19) Sustainable Development and Validation Process; 20) Development of on-board ISHM; 21) Taxonomy/Ontology of Object Oriented Implementation; 22) ISHM Capability on the E1 Test Stand Hydraulic System; 23) Define Relationships to Embed Intelligence; 24) Intelligent Elements Physical and Virtual; 25) ISHM Testbeds and Prototypes at SSC Current Implementations; 26) Trailer-Mounted RETS; 27) Modeling and Simulation; 28) Summary ISHM Testbed Environments; 29) Data Mining - ARC; 30) Transitioning ISHM to Support NASA Missions; 31) Feature Detection Routines; 32) Sample Features Detected in SSC Test Stand Data; and 33) Health Assessment Database (DIaK Repository).

Figueroa, Fernando↗
NASA NTRS2019

The Inter-Calibration of the DSCOVR EPIC Imager 2 with Aqua-MODIS and NPP-VIIRS

The Deep Space Climate Observatory (DSCOVR) Earth Polychromatic Imaging Camera (EPIC) continuously observes the illuminated disk from the Lagrange-1 point. The EPIC sensor was designed to monitor the diurnal variation of ozone, clouds, aerosols, and vegetation, especially those features that benefit from observation near-backscatter conditions. The EPIC sensor does not contain any onboard calibration systems. This study describes the inter-calibration of EPIC channels 5 (0.44 μm), 6 (0.55 μm), 7 (0.68 μm), and 10 (0.78 μm) with respect to Aqua-MODIS and NPP-VIIRS. The calibration is transferred using coincident ray-matched reflectance pairs over all-sky tropical ocean (ATO) and deep convective cloud (DCC) targets. A robust and automated image-alignment technique based on feature matching was formulated to improve the navigation quality of the EPIC images. The EPIC V02 dataset exhibits improved navigation over V01. Because the visible channels display similar spatial features, a single visible channel can be used to co-register the remaining visible bands. The VIIRS-referenced EPIC ATO and DCC ray-matched calibration coefficients are within 0.3%. The EPIC four-year calibration trends based on VIIRS are within 0.15%/year. The MODIS-based EPIC calibration coefficients were compared against the Geogdzhayev and Marshak 2018 published calibration coefficients and are found to be within 1.6%.

DSCOVR↗