Autonomy Operating System for UAVs: Pilot-in-a-Box

The Autonomy Operating System (AOS) is an open flight software platform with Artificial Intelligence for smart UAVs. It is built to be extendable with new apps, similar to smartphones, to enable an expanding set of missions and capabilities. AOS has as its foundations NASAs core flight executive and core flight software (cFEcFS). Pilot-in-a-Box (PIB) is an expanding collection of interacting AOS apps that provide the knowledge and intelligence onboard a UAV to safely and autonomously fly in the National Air Space, eventually without a remote human ground crew. Longer-term, the goal of PIB is to provide the capability for pilotless air vehicles such as air taxis that will be key for new transportation concepts such as mobility-on-demand. PIB provides the procedural knowledge, situational awareness, and anticipatory planning (thinking ahead of the plane) that comprises pilot competencies. These competencies together with a natural language interface will enable Pilot-in-a-Box to dialogue directly with Air Traffic Management from takeoff through landing. This paper describes the overall AOS architecture, Artificial Intelligence reasoning engines, Pilot-in-a-box competencies, and selected experimental flight tests to date

Influence of Combined Whole-Body Vibration Plus G-Loading on Visual Performance

Recent engineering analyses of the integrated Ares-Orion stack show that vibration levels for Orion crews have the potential to be much higher than those experienced in Gemini, Apollo, and Shuttle vehicles. Of particular concern to the Constellation Program (CxP) is the 12 Hz thrust oscillation (TO) that the Ares-I rocket develops during the final ~20 seconds preceding first-stage separation, at maximum G-loading. While the structural-dynamic mitigations being considered can assure that vibration due to TO is reduced to below the CxP crew health limit, it remains to be determined how far below this limit vibration must be reduced to enable effective crew performance during launch. Moreover, this "performance" vibration limit will inform the operations concepts (and crew-system interface designs) for this critical phase of flight. While Gemini and Apollo studies provide preliminary guidance, the data supporting the historical limits were obtained using less advanced interface technologies and very different operations concepts. In this study, supported by the Exploration Systems Mission Directorate (ESMD) Human Research Program, we investigated display readability-a fundamental prerequisite for any interaction with electronic crew-vehicle interfaces-while observers were subjected to 12 Hz vibration superimposed on the 3.8 G loading expected for the TO period of ascent. Two age-matched groups of participants (16 general population and 13 Crew Office) performed a numerical display reading task while undergoing sustained 3.8 G loading and whole-body vibration at 0, 0.15, 0.3, 0.5, and 0.7 g in the eyeballs in/out (x-axis) direction. The time-constrained reading task used an Orion-like display with 10- and 14-pt non-proportional sans-serif fonts, and was designed to emulate the visual acquisition and processing essential for crew system monitoring. Compared to the no-vibration baseline, we found no significant effect of vibration at 0.15 and 0.3 g on task error rates (ER) or response times (RT). Significant degradations in both ER and RT, however, were observed at 0.5 and 0.7 g for 10-pt, and at 0.7 g for 14-pt font displays. These objective performance measures were mirrored by participants' subjective ratings. Interestingly, we found that the impact of vibration on ER increased with distance from the center of the display, but only for vertical displacements. Furthermore, no significant ER or RT aftereffects were detected immediately following vibration, regardless of amplitude. Lastly, given that our reading task required no specialized spaceflight expertise, our finding that effects were not statistically distinct between our two groups is not surprising. The results from this empirical study provide initial guidance for evaluating the display readability trade-space between text-font size and vibration amplitude. However, the outcome of this work should be considered preliminary in nature for a number of reasons: 1. The single 12 Hz x-axis vibration employed was based on earlier load-cycle models of the induced TO environment at the end of Ares-I first stage flight. Recent analyses of TO mitigation designs suggest that significant concurrent off-axis vibration may also occur. 2. The shirtsleeve environment in which we tested fails to capture the full kinematic and dynamic complexity of the physical interface between crewmember and the still-to-bematured helmet-suit-seat designs, and the impact these will have for vibration transmission and consequent performance. 3. By examining performance in this reading and number processing task, we are only assessing readability, a first and necessary step that in itself does not directly address the performance of more sophisticated operational tasks such as vehicle-health monitoring or manual control of the vehicle

Bandwidth Enabled Flight Operations: Examining the Possibilities

The Bandwidth Enabled Flight Operations project is a research effort at the NASA Ames Research Center to investigate the use of satellite communications to improve aviation safety and capacity. This project is a follow on to the AeroSAPIENT Project, which demonstrated methods for transmitting high bandwidth data in various configurations. For this research, we set a goal to nominally use only 10 percent of the available bandwidth demonstrated by AeroSAPIENT or projected by near-term technology advances. This paper describes the results of our research, including available satellite bandwidth, commercial and research efforts to provide these services, and some of the limiting factors inherent with this communications medium. It also describes our investigation into the needs of the stakeholders (Airlines, Pilots, Cabin Crews, ATC, Maintenance, etc). The paper also describes our development of low-cost networked flight deck and airline operations center simulations that were used to demonstrate two application areas: Providing real time weather information to the commercial flight deck, and enhanced crew monitoring and control for airline operations centers

Operator Performance Evaluation of Fault Management Interfaces for Next-Generation Spacecraft

In the cockpit of the NASA's next generation of spacecraft, most of vehicle commanding will be carried out via electronic interfaces instead of hard cockpit switches. Checklists will be also displayed and completed on electronic procedure viewers rather than from paper. Transitioning to electronic cockpit interfaces opens up opportunities for more automated assistance, including automated root-cause diagnosis capability. The paper reports an empirical study evaluating two potential concepts for fault management interfaces incorporating two different levels of automation. The operator performance benefits produced by automation were assessed. Also, some design recommendations for spacecraft fault management interfaces are discussed

Foraminifera Reveal a Shallow Nearshore Origin for Overwash Sediments Deposited by Tropical Cyclone Pam In Vanuatu (South Pacific)

Tropical cyclone inundation is a major threat to the highly exposed islands of the South Pacific. This vulnerability was highlighted in March 2015 when Tropical Cyclone (TC) Pam made landfall on Vanuatu as a Category 5 storm, impacting coastlines with storm surges that produced high water marks up to 7 m above mean sea level (MSL) and deposited overwash sediments up to 400 m inland. We examined the foraminiferal assemblages contained within TC Pam sediments at two locations in Vanuatu: a mixed-carbonate embayment at Manuro on Efate Island and a volcaniclastic beach at Port Resolution Bay on Tanna Island. At Manuro, the TC Pam sediments were up to 10 cm thick and composed of coarse to medium sand that contained abundant foraminifera (955 to 2015 individuals per 5 cm3) and fragments of corals and mollusks. At Port Resolution Bay, TC Pam sediments were up to 44 cm thick and composed of medium sand-sized volcaniclastics with low to moderate abundances of foraminifera (27 to 206 individuals per 5 cm3). TC Pam sediments could be discriminated from underlying units by a sharp basal contact, an abrupt decrease in organic matter, and an increase in the concentration of foraminifera. Foraminiferal assemblages between the two sites varied in terms of taxonomy and taphonomy. At both sites, the TC Pam assemblage was generally dominated by intertidal (e.g., Amphistegina spp., Baculogypsina sphaerulata, Calcarina mayori, Elphidium spp., Pararotalia spp.) and subtidal (e.g., Peneroplis pertusus, Quinqueloculina spp.) foraminifera that are characteristic of beach, reef flat, and reef crest environments. The TC Pam assemblage at Manuro was characterized by individuals that were dominantly unaltered (i.e., pristine), but also those that showed signs of abrasion (including edge rounded fragments). By contrast, TC Pam sediments at Port Resolution Bay contained fewer unaltered and more corraded (i.e., combined influence of corrosion and abrasion) foraminifera. We compared modern surface foraminiferal distributions with those from TC Pam sediments to assess provenance. Partitioning Around a Medoid (PAM) cluster analysis discriminated six subenvironments within the modern coastal zone: open bay, forereef, reef crest, reef flat, mangrove, and beach. Discrete intervals sampled from TC Pam sediments at Manuro were individually clustered with the surface samples and revealed a shallow nearshore to supratidal (reef crest to beach; − 4.9 to 1.3 m above MSL) source for the sand