Continuity in cognition

Designing for continuous interaction requires designers to consider the way in which human users can perceive and evaluate an artefact’s observable behaviour, in order to make inferences about its state and plan, and execute their own continuous behaviour. Understanding the human point of view in continuous interaction requires an understanding of human causal reasoning, of the way in which humans perceive and structure the world, and of human cognition. We present a framework for representing human cognition, and show briefly how it relates to the analysis of structure in continuous interaction, and the ways in which it may be applied in design

Experiment K-6-06. Morphometric and EM analyses of tibial epiphyseal plates from Cosmos 1887 rats

Light and electron microscopy studies were carried out on decalcified tibial epiphyseal plates of rats flown aboard Cosmos 1887 (12.5d flight plus 53.5h recovery). Analysis of variance showed that the proliferative zone of flight animals was significantly higher than that of synchronous controls, while the hypertrophic/calcification zone was significantly reduced. Flight animals had more cells than synchronous controls in the proliferative zone, and less in the hypertrophic/calcification region. The total number of cells, however, was significantly higher in flight animals. No differences were found for perimeter or shape factor of growth plates, but area was significantly lower in flight animals in comparison to synchronous controls. Collagen fibrils in flight animals were shorter and wider than in synchronous controls. The time required for a cell to cycle through the growth plate is 2 to 3 days, so most of the cells and matrix present were formed after the animals had returned to 1 g, and probably represent stages of recovery from microgravity exposure, which in itself is an interesting question

A knowledge-based flight status monitor for real-time application in digital avionics systems

The Dryden Flight Research Facility of the National Aeronautics and Space Administration (NASA) Ames Research Center (Ames-Dryden) is the principal NASA facility for the flight testing and evaluation of new and complex avionics systems. To aid in the interpretation of system health and status data, a knowledge-based flight status monitor was designed. The monitor was designed to use fault indicators from the onboard system which are telemetered to the ground and processed by a rule-based model of the aircraft failure management system to give timely advice and recommendations in the mission control room. One of the important constraints on the flight status monitor is the need to operate in real time, and to pursue this aspect, a joint research activity between NASA Ames-Dryden and the Royal Aerospace Establishment (RAE) on real-time knowledge-based systems was established. Under this agreement, the original LISP knowledge base for the flight status monitor was reimplemented using the intelligent knowledge-based system toolkit, MUSE, which was developed under RAE sponsorship. Details of the flight status monitor and the MUSE implementation are presented

Preliminary development of an intelligent computer assistant for engine monitoring

As part of the F-18 high-angle-of-attack vehicle program, an AI method was developed for the real time monitoring of the propulsion system and for the identification of recovery procedures for the F404 engine. The aim of the development program is to provide enhanced flight safety and to reduce the duties of the propulsion engineers. As telemetry data is received, the results are continually displayed in a number of different color graphical formats. The system makes possible the monitoring of the engine state and the individual parameters. Anomaly information is immediately displayed to the engineer

Development of a knowledge acquisition tool for an expert system flight status monitor

Two of the main issues in artificial intelligence today are knowledge acquisition dion and knowledge representation. The Dryden Flight Research Facility of NASA's Ames Research Center is presently involved in the design and implementation of an expert system flight status monitor that will provide expertise and knowledge to aid the flight systems engineer in monitoring today's advanced high-performance aircraft. The flight status monitor can be divided into two sections: the expert system itself and the knowledge acquisition tool. The knowledge acquisition tool, the means it uses to extract knowledge from the domain expert, and how that knowledge is represented for computer use is discussed. An actual aircraft system has been codified by this tool with great success. Future real-time use of the expert system has been facilitated by using the knowledge acquisition tool to easily generate a logically consistent and complete knowledge base

Systems, interactions and macrotheory

A significant proportion of early HCI research was guided by one very clear vision: that the existing theory base in psychology and cognitive science could be developed to yield engineering tools for use in the interdisciplinary context of HCI design. While interface technologies and heuristic methods for behavioral evaluation have rapidly advanced in both capability and breadth of application, progress toward deeper theory has been modest, and some now believe it to be unnecessary. A case is presented for developing new forms of theory, based around generic “systems of interactors.” An overlapping, layered structure of macro- and microtheories could then serve an explanatory role, and could also bind together contributions from the different disciplines. Novel routes to formalizing and applying such theories provide a host of interesting and tractable problems for future basic research in HCI

Handbook for Computerized Reliability Analysis Method /CRAM/

Method for analyzing reliability by use of computer

Study of effects of fuel properties in turbine-powered business aircraft

Increased interest in research and technology concerning aviation turbine fuels and their properties was prompted by recent changes in the supply and demand situation of these fuels. The most obvious change is the rapid increase in fuel price. For commercial airplanes, fuel costs now approach 50 percent of the direct operating costs. In addition, there were occasional local supply disruptions and gradual shifts in delivered values of certain fuel properties. Dwindling petroleum reserves and the politically sensitive nature of the major world suppliers make the continuation of these trends likely. A summary of the principal findings, and conclusions are presented. Much of the material, especially the tables and graphs, is considered in greater detail later. The economic analysis and examination of operational considerations are described. Because some of the assumptions on which the economic analysis is founded are not easily verified, the sensitivity of the analysis to alternates for these assumptions is examined. The data base on which the analyses are founded is defined in a set of appendices

Flow control in S-Shaped Air Intake using Zero-Net-Mass-Flow

Flow control using zero-net-mass-flow jets in a twodimensional model of an S-Shaped air intake diffuser was investigated. Experiments were conducted in a channel flow facility at a Reynolds number of Re = 8×104 with particular image velocimetry measurements in the symmetry plane of the duct. In the natural configuration, separation of the boundary layer occurs in a region of the duct with a high degree of curvature. A stability analysis of the wall normal profile at the location of the applied control is presented and estimates the most effective frequency of the actuator. Time-averaged velocity fields show total reattachment of the boundary layer using active flow control