Data Visualization and Animation Lab (DVAL): Applications

A wide variety of software tools has been successfully used to visualize, analyze and present computational and experimental data at Langley Research Center. These tools can be categorized according to five primary uses: (1) 2-D image analysis, (2) conventional 3-D visualization, (3) volume visualization, (4) photo-realistic rendering, or (5) special purpose applications. Software is accessible in each of these categories for Langley personnel, and training or consultation can be arranged with the Data Visualization and Animation laboratory staff

Photogrammetry System and Method for Determining Relative Motion Between Two Bodies

A photogrammetry system and method provide for determining the relative position between two objects. The system utilizes one or more imaging devices, such as high speed cameras, that are mounted on a first body, and three or more photogrammetry targets of a known location on a second body. The system and method can be utilized with cameras having fish-eye, hyperbolic, omnidirectional, or other lenses. The system and method do not require overlapping fields-of-view if two or more cameras are utilized. The system and method derive relative orientation by equally weighting information from an arbitrary number of heterogeneous cameras, all with non-overlapping fields-of-view. Furthermore, the system can make the measurements with arbitrary wide-angle lenses on the cameras

Computer-aided light sheet flow visualization using photogrammetry

A computer-aided flow visualization process has been developed to analyze video images acquired from rotating and translating light sheet visualization systems. The computer process integrates a mathematical model for image reconstruction, advanced computer graphics concepts, and digital image processing to provide a quantitative and a visual analysis capability. The image reconstruction model, based on photogrammetry, uses knowledge of the camera and light sheet locations and orientations to project two-dimensional light sheet video images into three-dimensional space. A sophisticated computer visualization package, commonly used to analyze computational fluid dynamics (CFD) results, was chosen to interactively display the reconstructed light sheet images with the numerical surface geometry for the model or aircraft under study. The photogrammetric reconstruction technique and the image processing and computer graphics techniques and equipment are described. Results of the computer-aided process applied to both a wind tunnel translating light sheet experiment and an in-flight rotating light sheet experiment are presented. The capability to compare reconstructed experimental light sheet images with CFD solutions in the same graphics environment is also demonstrated

Assessing Impact of Dual Sensor Enhanced Flight Vision Systems on Departure Performance

Synthetic Vision (SV) and Enhanced Flight Vision Systems (EFVS) may serve as game-changing technologies to meet the challenges of the Next Generation Air Transportation System and the envisioned Equivalent Visual Operations (EVO) concept - that is, the ability to achieve the safety and operational tempos of current-day Visual Flight Rules operations irrespective of the weather and visibility conditions. One significant obstacle lies in the definition of required equipage on the aircraft and on the airport to enable the EVO concept objective. A motion-base simulator experiment was conducted to evaluate the operational feasibility and pilot workload of conducting departures and approaches on runways without centerline lighting in visibility as low as 300 feet runway visual range (RVR) by use of onboard vision system technologies on a Head-Up Display (HUD) without need or reliance on natural vision. Twelve crews evaluated two methods of combining dual sensor (millimeter wave radar and forward looking infrared) EFVS imagery on pilot-flying and pilot-monitoring HUDs. In addition, the impact of adding SV to the dual sensor EFVS imagery on crew flight performance and workload was assessed. Using EFVS concepts during 300 RVR terminal operations on runways without centerline lighting appears feasible as all EFVS concepts had equivalent (or better) departure performance and landing rollout performance, without any workload penalty, than those flown with a conventional HUD to runways having centerline lighting. Adding SV imagery to EFVS concepts provided situation awareness improvements but no discernible improvements in flight path maintenance

Aerosol Lidar and MODIS Satellite Comparisons for Future Aerosol Loading Forecast

Knowledge of the concentration and distribution of atmospheric aerosols using both airborne lidar and satellite instruments is a field of active research. An aircraft based aerosol lidar has been used to study the distribution of atmospheric aerosols in the California Central Valley and eastern US coast. Concurrently, satellite aerosol retrievals, from the MODIS (Moderate Resolution Imaging Spectroradiometer) instrument aboard the Terra and Aqua satellites, were take over the Central Valley. The MODIS Level 2 aerosol data product provides retrieved ambient aerosol optical properties (e.g., optical depth (AOD) and size distribution) globally over ocean and land at a spatial resolution of 10 km. The Central Valley topography was overlaid with MODIS AOD (5x5 sq km resolution) and the aerosol scattering vertical profiles from a lidar flight. Backward air parcel trajectories for the lidar data show that air from the Pacific and northern part of the Central Valley converge confining the aerosols to the lower valley region and below the mixed layer. Below an altitude of 1 km, the lidar aerosol and MODIS AOD exhibit good agreement. Both data sets indicate a high presence of aerosols near Bakersfield and the Tehachapi Mountains. These and other results to be presented indicate that the majority of the aerosols are below the mixed layer such that the MODIS AOD should correspond well with surface measurements. Lidar measurements will help interpret satellite AOD retrievals so that one day they can be used on a routine basis for prediction of boundary layer aerosol pollution events

Enhanced Flight Vision Systems Operational Feasibility Study Using Radar and Infrared Sensors

Approach and landing operations during periods of reduced visibility have plagued aircraft pilots since the beginning of aviation. Although techniques are currently available to mitigate some of the visibility conditions, these operations are still ultimately limited by the pilot's ability to "see" required visual landing references (e.g., markings and/or lights of threshold and touchdown zone) and require significant and costly ground infrastructure. Certified Enhanced Flight Vision Systems (EFVS) have shown promise to lift the obscuration veil. They allow the pilot to operate with enhanced vision, in lieu of natural vision, in the visual segment to enable equivalent visual operations (EVO). An aviation standards document was developed with industry and government consensus for using an EFVS for approach, landing, and rollout to a safe taxi speed in visibilities as low as 300 feet runway visual range (RVR). These new standards establish performance, integrity, availability, and safety requirements to operate in this regime without reliance on a pilot's or flight crew's natural vision by use of a fail-operational EFVS. A pilot-in-the-loop high-fidelity motion simulation study was conducted at NASA Langley Research Center to evaluate the operational feasibility, pilot workload, and pilot acceptability of conducting straight-in instrument approaches with published vertical guidance to landing, touchdown, and rollout to a safe taxi speed in visibility as low as 300 feet RVR by use of vision system technologies on a head-up display (HUD) without need or reliance on natural vision. Twelve crews flew various landing and departure scenarios in 1800, 1000, 700, and 300 RVR. This paper details the non-normal results of the study including objective and subjective measures of performance and acceptability. The study validated the operational feasibility of approach and departure operations and success was independent of visibility conditions. Failures were handled within the lateral confines of the runway for all conditions tested. The fail-operational concept with pilot in the loop needs further study

Assessing Dual Sensor Enhanced Flight Vision Systems to Enable Equivalent Visual Operations

Flight deck-based vision system technologies, such as Synthetic Vision (SV) and Enhanced Flight Vision Systems (EFVS), may serve as a revolutionary crew/vehicle interface enabling technologies to meet the challenges of the Next Generation Air Transportation System Equivalent Visual Operations (EVO) concept - that is, the ability to achieve the safety of current-day Visual Flight Rules (VFR) operations and maintain the operational tempos of VFR irrespective of the weather and visibility conditions. One significant challenge lies in the definition of required equipage on the aircraft and on the airport to enable the EVO concept objective. A motion-base simulator experiment was conducted to evaluate the operational feasibility, pilot workload and pilot acceptability of conducting straight-in instrument approaches with published vertical guidance to landing, touchdown, and rollout to a safe taxi speed in visibility as low as 300 ft runway visual range by use of onboard vision system technologies on a Head-Up Display (HUD) without need or reliance on natural vision. Twelve crews evaluated two methods of combining dual sensor (millimeter wave radar and forward looking infrared) EFVS imagery on pilot-flying and pilot-monitoring HUDs as they made approaches to runways with and without touchdown zone and centerline lights. In addition, the impact of adding SV to the dual sensor EFVS imagery on crew flight performance, workload, and situation awareness during extremely low visibility approach and landing operations was assessed. Results indicate that all EFVS concepts flown resulted in excellent approach path tracking and touchdown performance without any workload penalty. Adding SV imagery to EFVS concepts provided situation awareness improvements but no discernible improvements in flight path maintenance

Initial Flight Testing of an eXternal Vision System (XVS) for the Low Boom Flight Demonstrator (LBFD)

NASA will design an eXternal Vision System (XVS) that, with other aircraft systems and subsystems, will ensure safe and efficient operations in all phases of flight for its Low Boom Flight Demonstrator vehicle. XVS is a combination of display, sensor, and computing technologies, creating an electronic means of forward visibility for the pilot. A flight test was performed evaluating a preliminary design of an XVS to quantify, by direct comparison, the ability of a pilot using an XVS to see and recognize airborne traffic compared to that of a pilot using forward-facing windows during challenging see-and-avoid scenarios. The data showed that the XVS and forward-facing windows were essentially equivalent in detecting and recognizing incurring traffic aircraft. The data also showed that the pilot using the XVS could see and recognize the incurring traffic at no less than 0.7 nm prior to the pilot using the forward-facing windows. The performance of the XVS was dependent upon the application of image contrast enhancement. Recommendations for future improvements were captured from evaluation pilot commentary

Sense and Avoid for Small Unmanned Aircraft Systems

The ability for small Unmanned Aircraft Systems (sUAS) to safely operate beyond line of sight is of great interest to consumers, businesses, and scientific research. In this work, we investigate Sense and Avoid (SAA) algorithms for sUAS encounters using three 4k cameras for separation distances between 200m and 2000m. Video is recorded of different sUAS platforms designed to appear similar to expected air traffic, under varying weather conditions and flight encounter scenarios. University partners and NASA both developed SAA methods presented in this report

Convective distribution of tropospheric ozone and tracers in the Central American ITCZ region: Evidence from observations during TC4

During the Tropical Composition, Clouds and Climate Coupling (TC4) experiment that occurred in July and August of 2007, extensive sampling of active convection in the ITCZ region near Central America was performed from multiple aircraft and satellite sensors. As part of a sampling strategy designed to study cloud processes, the NASA ER-2, WB-57 and DC-8 flew in stacked “racetrack patterns” in convective cells. On July 24, 2007, the ER-2 and DC-8 probed an actively developing storm and the DC-8 was hit by lightning. Case studies of this flight, and of convective outflow on August 5, 2007 reveal a significant anti-correlation between ozone and condensed cloud water content. With little variability in the boundary layer and a vertical gradient, low ozone in the upper troposphere indicates convective transport. Because of the large spatial and temporal variability in surface CO and other pollutants in this region, low ozone is a better convective indicator. Lower tropospheric tracers methyl hydrogen peroxide, total organic bromine and calcium substantiate the ozone results. OMI measurements of mean upper tropospheric ozone near convection show lower ozone in convective outflow. A mass balance estimation of the amount of convective turnover below the tropical tropopause transition layer (TTL) is 50%, with an altitude of maximum convective outflow located between 10 and 11 km, 4 km below the cirrus anvil tops. It appears that convective lofting in this region of the ITCZ is either a two-stage or a rapid mixing process, because undiluted boundary layer air is never sampled in the convective outflow