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The feasibility of performing the same task in real time using microprocessor technology was determined. The least square algorithm was implemented on an Intel 8080 microprocessor. Results indicated that a microprocessor could easily match the IBM implementation in accuracy and be performed inside the time limitations set.
The position of an emergency transmitter may be determined by measuring the Doppler shift of the distress signal as received by an orbiting satellite. This requires the computation of an initial estimate and refinement of this estimate through an iterative, nonlinear, least squares estimation. A version of the algorithm was implemented and tested by locating a transmitter on the premises and obtaining observations from a satellite. The computer used was an IBM 360/95. The position was determined within the desired 10 km radius accuracy. The feasibility of performing the same task in real time using microprocessor technology, was determined. The least squares algorithm was implemented on an Intel 8080 microprocessor. The results indicate that a microprocessor can easily match the IBM implementation in accuracy and be performed inside the time limitations set.
The use of geostationary and polar-orbiting satellites to monitor and locate signals of the Emergency Locator Transmitter (ELT) and Emergency Position Indicating Radio Beacon (EPIB) of general aviation aircraft and inspected marine vessels respectively is described. The joint U.S. Canada/France SARSAT demonstration program will require a minimum of four minutes of mutual visibility of distress transmitter, local user terminal and satellite to obtain a location by Doppler tracking. The program consisting of placing instrumentation on-board three of the Tiros-N series of NOAA operational satellites is attracting interest also from other countries including the USSR, Norway, Australia, and Japan.
A procedure is described which works effectively to detect and locate emergency locating transmitters (ELTs) and emergency position indicating radio beacons (EPIRBs) in a multisignal environment. Using data generated from several manufactured ELTs with diverse superimposed Doppler curves, as many as 9 simultaneous ELTs can be detected and located at a variety of signal strengths. It is noted that average position errors of 10 km are attainable today at signal power to noise spectral density ratios as low as 17 dB-Hz.
Background information concerning the makeup of the SES, the role it traditionally plays in support of the Shuttle Program, its capabilities and the specific work performed on the simulator during the sixteen months proceedings the Solar Max repair mission is presented. The SES plays a significant role in the preparations for the STS 41-C Solar Max repair mission and during the mission in the development of the plan and procedures to retrieve the satellite after the MMU docking attempts failed. The development of the on orbit simulation capabilities required to support this mission is to a very large extent simply an expansion of the capabilities designed into the SES to support previous engineering simulation requirements for the Space Shuttle program.
A major cooperative effort between west and east bloc nations in developing a new space system for detecting ships and aircraft in distress is discussed. The compatible working of the SARSAT system developed by Canada, France, and the US and the COSPAS system developed by the Soviet bloc is summarized, and the SARSAT system is described. The method of location determination is presented, and the ELT and EPIRB, space segment, local user terminal, and mission control center subsystems of the SARSAT system are surveyed, showing block diagrams and data on spacecraft orbital parameters and ELT/EPIRB BECON characteristics. The current problem of ground-based interference is discussed. An outline of future development activities leading to the implementation of a fully operational system is included.
A computer simulation investigated conditions encountered by the SARSAT 406 MHz system. Three and four parameter emergency transmitter (ET) location solutions were determined. Latitude and longitude, a frequency bias, and in the four-parameters solutions, a linear frequency drift term were estimated. Earth gravity, frequency drift, and measurement noise are the major error contributors to the ET position. Time-tag ET height and velocity errors, although significant are not routinely present. In the four-parameter solutions the drift error is eliminated; however, the sensitivity to measurement noise increases. Using the four-parameter pass solutions, the 406 MHz oscillator specifications can be relaxed and still satisfy the 5 km positioning requirement. Since a linear oscillator drift is removed in the four-parameter solution, only the measurement noise over 10-15 min is important.
New type of strap on coveralls helps rescuers lift victims of industrial accidents. Made of heavy twill. New material, 1 in. wide and has breaking strength of 600 lb, sewn to coveralls with polyester thread in box "X" stitching. Reinforcing nylon webbing, 1 3/4 in. wide sewn with strap at attachment points.
The space shuttle means, provided to the crew, of abort/escape for noncatastrophic mishap scenaries, during Space Transportation Systems (STS) operations, are discussed. From vehicle ingress until launch, the crew can escape the launch pad by use of slidewire baskets. For various emergencies during ascent, the crew can fly an intact abort. Such aborts include return to launch site, transoceanic abort landing, abort once around, and abort to orbit. The crew can fly the orbiter to an emergency airfield, or to an over ocean bailout for more serious ascent or on-orbit emergencies. For failures during landing, the crew can quickly egress the orbiter from the overhead hatch, or by use of an inflatable slide mounted at the side hatch.
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The final preparation of the Space Shuttle Orbiter for flight involves the loading of large quantities of hazardous propellants. Additionally, many pyrotechnially operated mechanical joints are armed and ready for flight. The personnel manning at the pad is minimized during these operations to reduce the risk. Upon completion of propellant loading, the flight crew must be boarded onto the vehicle which at this point has tremendous potential energy. Plans have been made to safely and quickly evacuate the crew should some unforeseen contigency occur. Both aided and unaided egress scenarios have been planned. Personnel protective equipment is an important consideration to assure the highest chance for survival. Rapid movement of personnel is enhanced by the use of the slidewire system and specially prepared armored personnel carriers. The end result is a system that provides a reasonable chance of survival should an emergency occur during late countdown at the pad.
Results of an EVA study performed in the Virtual Interactive Environment Workstation at the NASA Ames Research Center are presented. Three initial separation velocities (0.5, 1.0, and 1.5 m/s) were crossed with five initial spin velocities (0, +/-0.1, +/-0.3) to yield 15 different trials. An attitude hold system was also modeled, which, when combined with the 15 combinations of separation and spin velocity, provided 30 distinct trials. Recent examinations of the data reveal that initial separation velocity and initial spin velocity each produced the main effects and combined to produce an interaction effect on the solution time. The solution time increased with the initial velocity and absolute initial spin velocity. The final roll angle also increased the initial spin velocity. The attitude hold fuel increased with absolute initial spin velocity. Interaction effects revealed that the main effects were less pronounced at the lowest initial velocity level.
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.
Tests with robots and the high-fidelity Hubble Space Telescope mockup astronauts use to train for servicing missions have convinced NASA managers it may be possible to maintain and upgrade the orbiting observatory without sending a space shuttle to do the job. In a formal request last week, the agency gave bidders until July 16 to sub-mit proposals for a robotic mission to the space telescope before the end of 2007. At a minimum, the mission would attach a rocket motor to deorbit the telescope safely when its service life ends. In the best case, it would use state-of-the- art robotics to prolong its life on orbit and install new instruments. With the space shuttle off-limits for the job under strict post-Columbia safety policies set by Administrator Sean O'Keefe, NASA has designed a "straw- man" robotic mission that would use an Atlas V or Delta N to launch a 20,ooO-lb. "Hubble Robotic Vehicle" to service the telescope. There, a robotic arm would grapple it, much as the shuttle does.
JPL's Interplanetary Network Directorate (IND) Technology Program was created to develop new and improved methods of communication, navigation, and operations.
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The STS-125 mission, launched May 11, 2009, is the final servicing mission to the Hubble Space Telescope. The repair mission's EVA tasks are described, including: installing a new wide field camera; installing the Cosmic Origins Spectrograph; repairing the Space Telescope Imaging Spectrograph; installing a new outer blanket layer; adding a Soft Capture and Rendezvous System for eventual controlled deorbit in about 2014; replacing the 'A' side Science Instrument Command and Data Handling module; repairing the Advanced Camera for surveys; and, replacing the rate sensor unit gyroscopes, fine guidance sensors and 3 batteries. Additionally, the Shuttle crew cabin thermal environment is described. A CFD model of per person CO2 demonstrates a discrepancy between crew breathing volume and general mid-deck levels of CO2. A follow-on CFD analysis of the mid-deck temperature distribution is provided. Procedural and engineering mitigation plans are presented to counteract thermal exposure upon reentry to the Earth atmosphere. Some of the procedures include: full cold soak the night prior to deorbit; modifying deck stowage to reduce interference with air flow; and early securing of avionics post-landing to reduce cabin thermal load prior to hatch opening. Engineering mitigation activities include modifying the location of the aft starboard ICUs, eliminating the X3 stack and eliminating ICU exhaust air directed onto astronauts; improved engineering data of ICU performance; and, verifying the adequacy of mid-deck temperature control using CFD models in addition to lumped parameter models. Post-mitigation CFD models of mid-deck temperature profiles and distribution are provided.