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NASA NTRS2014

Grail Refinements to Lunar Seismic Structure

To probe a planet's interior, seismology provides the most direct constraints on the variables that govern the dynamic properties of the body. However, the GRAIL (Gravity Recovery and Interior Laboratory) mission's high-resolution measurements of the lunar gravity field provide constraints on crustal thickness, mantle structure, core radius and stratification, and core state (solid vs. molten). These data complement seismic investigations, and joint interpretation permits improved constraints on the Moon's internal structure. Joint interpretation of disparate geophysical datasets helps reduce drawbacks that can result from analyzing them individually. The Apollo seismic network was situated on the lunar nearside surface in a roughly equilateral triangle having sides approximately 1000 km long, with stations 12/14 nearly co-located at one corner. Due to this limited geographical extent, near-surface ray coverage from moonquakes is low, but increase with depth. In comparison, gravity surveys and their resulting gravity anomaly maps have traditionally offered optimal resolution at crustal depths. Gravimetric maps and seismic data sets are therefor well suited to joint inversion, since the complementary information reduces inherent model ambiguity. We will perform a joint inversion of Apollo seismic delay times and gravity data collected by GRAIL lunar gravity mission, in order to recover seismic velocity and density as a function of latitude, longitude and depth within the Moon. We will relate density (rho) to seismic velocity (v) using a linear relationship that is allowed to be depth-dependent. The corresponding coefficient (B) can reflect a variety of material properties that vary with depth, including temperature and composition. The inversion seeks to recover the set of rho, v, and B perturbations that minimize (in a least-squares sense) the difference between the observed and calculated data.

Weber, Renee C.↗
NASA NTRS1990

Helicopter Airborne Laser Positioning System (HALPS)

The theory of operation, configuration, laboratory, and ground test results obtained with a helicopter airborne laser positioning system developed by Princeton University is presented. Unfortunately, due to time constraints, flight data could not be completed for presentation at this time. The system measures the relative position between two aircraft in three dimensions using two orthogonal fan-shaped laser beams sweeping across an array of four detectors. Specifically, the system calculates the relative range, elevation, and azimuth between an observation aircraft and a test helicopter with a high degree of accuracy. The detector array provides a wide field of view in the presence of solar interference due to compound parabolic concentrators and spectral filtering of the detector pulses. The detected pulses and their associated time delays are processed by the electronics and are sent as position errors to the helicopter pilot who repositions the aircraft as part of the closed loop system. Accuracies obtained in the laboratory at a range of 80 ft in the absence of sunlight were + or - 1 deg in elevation; +0.5 to -1.5 deg in azimuth; +0.5 to -1.0 ft in range; while elevation varied from 0 to +28 deg and the azimuth varied from 0 to + or - 45 deg. Accuracies in sunlight were approximately 40 deg (+ or - 20 deg) in direct sunlight.

Eppel, Joseph C.↗
NASA NTRS1990

Helicopter Airborne Laser Positioning System (HALPS)

The theory of operation, configuration, laboratory, and ground test results obtained with an HALPS developed by Princeton University is presented. The HALPS measures the relative position between two aircraft in three dimensions using two orthogonal fan-shaped laser beams sweeping across an array of four detectors. Specifically, the HALPS calculates the relative range, elevation, and azimuth between an observation aircraft and a test helicopter with a high degree of accuracy. The detector array provides a wide field of view in the presence of solar interference due to compound parabolic concentrators and spectral filtering of the detector pulses. The detected pulses and their associated time delays are processed by the electronics and are sent as position errors to the helicopter pilot who repositions the aircraft as part of the closed loop system. Accuracies obtained in the laboratory at a range of 80 ft in the absence of sunlight were + or - 1 deg in elevation; +0.5 to -1.5 deg in azimuth; +0.5 to -1.0 ft in range; while elevation varied from 0 to +28 deg and the azimuth varied from 0 to + or - 45 deg. Accuracies in sunlight were approximately 40 deg (+ or - 20 deg) in direct sunlight.

Eppel, Joseph C.↗
NASA NTRS1991

Multipoint observations of planar interplanetary magnetic field structures

IMF data made on November 1, 1984, by three spatially well-separated spacecraft in the solar wind are presented. The IMF measured by each of the spacecraft is found to consist of a multiplicity of structures within which the magnetic field varies in parallel planes. The orientations of these planes at the three spacecraft locations are similar. The planes are inclined at a large angle to the ecliptic, and they lie almost perpendicular to the nominal Parker spiral direction in the ecliptic. Intercomparisons of the measurements at the various spacecraft show that the IMF features at one spacecraft are clearly reproduced at another, with time delays required for signal propagation. From these time delays and the mutual separations of the spacecraft, it is inferred that the structures are convecting with the ambient flow. Simultaneous observations made downstream of the bow shock in the magnetosheath reveal that the magnetosheath magnetic field, too, is planar.

Farrugia, C. J.↗
NASA NTRS2024

Lunar Terrain Vehicle (LTV) Remote Teleoperation Studies Under Four Lunar Communication Latencies

Remotely operating a lunar rover from Earth while subject to an Earth-Moon time delay of multiple seconds could result in a dangerous state where the roving vehicle is either damaged or lost, thereby potentially compromising an entire mission or series of missions. Providing the right capabilities to the remote operator to manage inherent communication latencies will be important for remote driving to be successful. NASA conducted two studies to investigate the average speed and number of kilometers per day that an operator on Earth could teleoperate a notional Artemis unpressurized rover with minimal remote operator capabilities under 0- and 4-second communication delays (April 2023 study) and 6- and 8-second delays (August 2023 study). A primary goal of these studies was to understand if an Artemis Lunar Terrain Vehicle (LTV) could cover 6 kilometers (km) in 24 hours when operated remotely. During the April 2023 evaluation, eight test operators used an in-house simulation of the lunar surface South Pole to teleoperate a NASA government reference LTV. Each operator received approximately 30 minutes of remote driving familiarization/training prior to their test run. Operators viewed the surrounding terrain via a single, rover mast-mounted, high-resolution camera with pan/tilt/zoom capabilities; continuous communication was provided throughout all testing. In the August 2023 evaluation, remote operators received approximately 3 hours of familiarization training in each latency, and the simulation environment provided remote operators with an operator-selected rate limiter to enable finer sensitivity in the hand controller and a predictive circle function to better assist operators with predicting the path the vehicle could take. All test operators were able to successfully navigate and drive through six different types of terrain and five planned traverse scenarios using natural lighting under all communication delays. Results for average speeds for each communication delay, computed by averaging the data from all test conditions for that latency and all operators, are shown in the table below. The average speed data was then used to derive the total time needed to cover 6 km, 8 km, and 20 km (distances relevant to LTV-SYS071 and -029 requirements). Remote operators drove slower and used the brake more frequently when subject to a communication latency as opposed to no communication latency. Subjective workload assessments revealed that while operating in a latency the overall workload significantly increased when compared to a 0-s delay with mental demand, frustration, and performance being the primary contributing factors. Driving strategies in the 0-s delay did not vary significantly among subjects; however, in the 4-s delay condition, three different driving strategies were identified. In the 6-s and 8-s latency conditions the operator’s use of the cruise control to maintain speed was more apparent. Additionally, over the course of the August study, the operator took advantage of the predictive circle indicator on the navigation display and over 95% of the operator’s navigation used the mast camera 180-degree panning function for ground truthing in terms of boulders and craters. Operators started to define more specific parameters in driving strategies for general operations. This consisted of setting the vehicle into a low-speed cruise mode of approximately 11.5 kph and noticing driving performance of the vehicle seemed to be much harder at slower speeds 0.4–0.8 kph; however, the vehicle was more responsive at speeds of 2.9–3.6 kph. Regardless of communication delay, operators used both the horizontal translation rails and the vehicle fenders as guides to predict a path for the vehicle through heavily concentrated terrain features. Test operators acknowledged that the teleoperations training for this study was substantially less than what an actual LTV remote operator will ultimately receive. They estimated a minimum of 20 to 100 hours spread across multiple days and weeks (e.g., strategies included immersion training over a 3-day period, to a short 8-week starter program) would be needed to get an operator ~ 60% proficient (i.e., able to complete a subset of remote driving tasks), to a yearlong program for full proficiency in remote driving tasks under all terrain types and natural lighting conditions. Remotely operating a vehicle on another planetary body while subject to communication latency is a complex task. Speed, distance covered, time spent driving, time spent navigating, brake usage and rock contacts are all affected by operator workload, driving strategies, workstation ergonomics and training. These studies provided a “first-look” answer to a potential system requirement (namely if a remote operator could cover a given distance in a given amount of time); however, considerable general knowledge was gained to begin to understand what it will take to make a successful lunar rover teleoperator.

LTV↗
NASA NTRS2010

Architectural Analysis of Dynamically Reconfigurable Systems

oTpics include: the problem (increased flexibility of architectural styles decrease analyzability, behavior emerges and varies depending on the configuration, does the resulting system run according to the intended design, and architectural decisions can impede or facilitate testing); top down approach to architecture analysis, detection of defects and deviations, and architecture and its testability; currently targeted projects GMSEC and CFS; analyzing software architectures; analyzing runtime events; actual architecture recognition; GMPUB in Dynamic SAVE; sample output from new approach; taking message timing delays into account; CFS examples of architecture and testability; some recommendations for improved testablity; and CFS examples of abstract interfaces and testability; CFS example of opening some internal details.

Lindvall, Mikael↗
NASA NTRS1999

A Methodology for Evaluating the Fidelity of Ground-Based Flight Simulators

An analytical and experimental investigation was undertaken to model the manner in which pilots perceive and utilize visual, proprioceptive, and vestibular cues in a ground-based flight simulator. The study was part of a larger research effort which has the creation of a methodology for determining flight simulator fidelity requirements as its ultimate goal. The study utilized a closed-loop feedback structure of the pilot/simulator system which included the pilot, the cockpit inceptor, the dynamics of the simulated vehicle and the motion system. With the exception of time delays which accrued in visual scene production in the simulator, visual scene effects were not included in this study. The NASA Ames Vertical Motion Simulator was used in a simple, single-degree of freedom rotorcraft bob-up/down maneuver. Pilot/vehicle analysis and fuzzy-inference identification were employed to study the changes in fidelity which occurred as the characteristics of the motion system were varied over five configurations i The data from three of the five pilots that participated in the experimental study were analyzed in the fuzzy inference identification. Results indicate that both the analytical pilot/vehicle analysis and the fuzzyinference identification can be used to reflect changes in simulator fidelity for the task examined.

Zeyada, Y.↗
NASA NTRS1999

A Methodology for Evaluating the Fidelity of Ground-Based Flight Simulators

An analytical and experimental investigation was undertaken to model the manner in which pilots perceive and utilize visual, proprioceptive, and vestibular cues in a ground-based flight simulator. The study was part of a larger research effort which has the creation of a methodology for determining flight simulator fidelity requirements as its ultimate goal. The study utilized a closed-loop feedback structure of the pilot/simulator system which included the pilot, the cockpit inceptor, the dynamics of the simulated vehicle and the motion system. With the exception of time delays which accrued in visual scene production in the simulator, visual scene effects were not included in this study. The NASA Ames Vertical Motion Simulator was used in a simple, single-degree of freedom rotorcraft bob-up/down maneuver. Pilot/vehicle analysis and fuzzy-inference identification were employed to study the changes in fidelity which occurred as the characteristics of the motion system were varied over five configurations. The data from three of the five pilots that participated in the experimental study were analyzed in the fuzzy-inference identification. Results indicate that both the analytical pilot/vehicle analysis and the fuzzy-inference identification can be used to reflect changes in simulator fidelity for the task examined.

Zeyada, Y.↗
NASA NTRS1990

Analysis of sequencing and scheduling methods for arrival traffic

The air traffic control subsystem that performs scheduling is discussed. The function of the scheduling algorithms is to plan automatically the most efficient landing order and to assign optimally spaced landing times to all arrivals. Several important scheduling algorithms are described and the statistical performance of the scheduling algorithms is examined. Scheduling brings order to an arrival sequence for aircraft. First-come-first-served scheduling (FCFS) establishes a fair order, based on estimated times of arrival, and determines proper separations. Because of the randomness of the traffic, gaps will remain in the scheduled sequence of aircraft. These gaps are filled, or partially filled, by time-advancing the leading aircraft after a gap while still preserving the FCFS order. Tightly scheduled groups of aircraft remain with a mix of heavy and large aircraft. Separation requirements differ for different types of aircraft trailing each other. Advantage is taken of this fact through mild reordering of the traffic, thus shortening the groups and reducing average delays. Actual delays for different samples with the same statistical parameters vary widely, especially for heavy traffic.

Neuman, Frank↗
NASA NTRSDate not supplied

Introducing Tropical Geometric Approaches to Delay Tolerant Networking Optimization

Delay Tolerant Networking (DTN) is the standard approach to the networking of space systems with the goal of supporting the Solar System Internet (SSI). Current space networks have a small scale and often depend on rigorously scheduled (pre-determined) contact opportunities; this manual approach inhibits scalability. The goal of this paper is to recast these scheduling problems in order to apply the optimization machinery of tropical geometry. Contact opportunities in space are dependent on such factors as orbital mechanics and asset availability, which induce time-varying connectivity; indeed, end-to-end connectivity might never occur. Routing optimization within this structure is classically difficult and typically utilizes Dijkstra's algorithm as applied to contact graphs. Alternatively, we follow the successes of tropical geometry in train schedule optimization, job assignments, and even traditional networking, by extending this approach to this more general (i.e. disconnected) problem space. These successes imply tropical geometry provides a useful framework in the context of DTNs, starting with applications to queuing theory and long-haul links. Recently, tropical geometry has been applied to parametric path optimization on graphs with variable edge weights. In this work, we extend these advances to account for the problem of routing in a space network, and find that tropical geometry is well-suited to the challenges offered by this new setting, including contact schedules featuring probabilities. Our approach leverages the combinatorial nature of the problem to give feasible shortest path trees in the presence of variable channel conditions and latency, evolving topologies, and uncertainty inherent in space routing. We discuss our tropical approach to DTN for two Python implementations, a Verilog Tropical ALU implementation, tropical frameworks for other parametric graph problems, and solution stability. Lastly, a program for future work is included to illuminate the path ahead.

Delay Tolerant Networking↗
NASA NTRS1973

Rate of erosion of dayside magnetic flux based on a quantitative study of the dependence of polar cusp latitude on the interplanetary magnetic field

In a consideration of only those periods when the delay time from the interplanetary observing position to the magnetosphere is less than 5 minutes, it is found that, irrespective of substorm activity: (1) The 45 minute average value of interplanetary B(z) predicts the latitudes of the poleward and equatorward boundaries of polar cusp electron precipitation with rms errors of 1.34 deg and 1.16 deg respectively; (2) Both boundaries more equatorward by about 5 deg as B(z) varies from 1 to -6 gammas, the cusp remaining about 40 deg wide; (3) The amount of flux added to the polar cap is about 9.2 percent of the total southward flux impingent on the magnetosphere in the previous 45 minutes; (4) As B(z) becomes more positive, the equatorward boundary moves only slightly more poleward (1/2 deg between B(z) = 2 gammas and B(z) = 6 gammas, while the poleward boundary moves significantly toward higher latitudes, resulting in a cusp approximately 7 deg wide for B(z) = 6 gammas.

Burch, J. L.↗
NASA NTRS1984

Effects of Control Stick Parameters on Human Controller Response

A fixed base laboratory tracking study was conducted to determine the effects of stick displacement and stick force characteristics on human tracking performance. Three different levels of control stick force/displacement characteristics and stick electrical gain were varied to observe their influence on RMS (Root Mean Square) tracking error and RMS control activity (stick output). The results indicated that both RMS tracking error and RMS control activity were influenced by the three different levels of control stick force/displacement characteristics and stick electrical gain. The human neuromotor time constant was affected by the electrical control gain of the stick while the spring stiffness of the stick influenced the time delay characteristics of the human response behavior.

Repperger, D. W.↗
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 NTRS2018

Instability Wave–Streak Interactions in a High Mach Number Boundary Layer at Flight Conditions

The interaction of stationary streaks undergoing nonmodal growth with modally unstable instability waves in a hypersonic boundary-layer flow is studied using numerical computations. The geometry and flow conditions are selected to match a relevant trajectory location from the ascent phase of the HIFiRE-1 flight experiment; namely, a 7 degree half-angle, circular cone with 2.5 mm nose radius, freestream Mach number equal to 5.30, unit Reynolds number equal to 13.42 m -1 , and wall-to-adiabatic temperature ratio of approximately 0.35 over most of the vehicle. This paper investigates the nonlinear evolution of initially linear optimal disturbances that evolve into finite-amplitude streaks, followed by an analysis of the modal instability characteristics of the perturbed, streaky boundary-layer flow. The investigation is performed with stationary direct numerical simulations (DNS) and plane-marching parabolized stability equations (PSE), in conjunction with partial-differential-equation-based planar eigenvalue analysis. The overall effect of streaks is to reduce the peak amplification factors of instability waves, indicating a possible downstream shift in the onset of laminar-turbulent transition. The present study confirms previous findings that the mean flow distortion of the nonlinear streak perturbation reduces the amplification rates of the Mack-mode instability. More importantly, however, the present results demonstrate that the spanwise varying component of the streak can produce a larger effect on the Mack-mode amplification. The study with selected azimuthal wavenumbers for the stationary streaks reveals that a wavenumber of approximately 1.4 times larger than the optimal wavenumber is more effective in stabilizing the planar Mack-mode instabilities. In the absence of unstable first-mode waves for the present cold-wall condition, transition onset is expected to be delayed until the peak streak amplitude increases to nearly 35 percent of the freestream velocity, when intrinsic instabilities of the boundary-layer streaks begin to dominate the transition process. For streak amplitudes below that limit a significant net stabilization is achieved, yielding a potential transition delay that can exceed 100 percent of the length of the laminar region in the uncontrolled case.

Boundary layer stability↗
NASA NTRS1992

Stability margins for multilinear interval systems by way of phase conditions: A unified approach

A simple way of checking the stability with respect to an arbitrary stability region of a family of polynomials containing a vector of parameters varying within prescribed intervals is discussed. It is assumed that the parameters appear affine multilinearly in the characteristic polynomial coefficients. The condition proposed is simply to check the phase difference of the vertex polynomials. This test based on the mapping theorem significantly reduces computational complexity. Mathematical proofs are omitted. The results can be used to determine various stability margins of control systems containing interconnected interval subsystems. These include the gain, phase, time-delay, H(sup infinity), and nonlinear sector bounded stability margins of multilinear interval systems.

Keel, L. H.↗
NASA NTRS1998

A Table-Driven Control Method to Meet Continuous, Near-Real-Time Observation Requirements for the Solar X-Ray Imager

The design of the Solar X-Ray Imager (SXI) for the Geostationary Operational Environmental Satellite (GOES) presents an unusual scenario for controlling the observing sequences. The SXI is an operational instrument, designed not primarily for scientific research, but for providing "operational" data used by the National Oceanic and Atmospheric Administration (NOAA) to forecast the near-term space weather. To this end, a sequence of images selected to cover the full dynamic range of the sun will be executed routinely. As the dynamics of the sun have differing temporal cadences, the frequency of various images will differ. These images must be routinely received at the forecast center in near real-time, 24-hours a day, with a minimum of interruptions. While these requirements clearly lead to a 'routine patrol' of images, the parameters for each do not form a static set. The dynamics of the sun will change with the I 1-year solar cycle. The performance of the imaging will vary with on-orbit conditions and time. And while the SXI is not intended as a research instrument, forecasting techniques may change with time, which in turn will further alter the imaging sequences. An additional complication is the highly restricted commanding window, and a very slow commanding rate. To fulfill these requirements, the SXI was designed to utilize a table-driven approach. Sequences are defined using structured loops, with nested repetitions and delays. These sequences reference combinations of imaging parameters which in turn reference tables of parameters than can be loaded by ground commands. Multiple sequences can be built and stored in preparation for execution when determined appropriate by the NOAA forecasters. The result is an approach that can be used to provide a flexible, yet autonomous SXI capable of meeting both arbitrary forecasting requirements, and operating within the commanding constraints.

Wallace, Shawn↗
NASA NTRS1978

High rate data acquisition from Spacelab/Shuttle

The need for high data rates from a variety of experiments on Spacelab/Shuttle produced the requirement for the Spacelab High Rate Multiplexer/Demultiplexer system. This system acquires serial digital data at asynchronous bit rates from up to sixteen experiments, two data buses, three voice links, two tape recorders, and a universal time channel. Experiment data rates may vary from 200 bps to 16 Mbps while recorded data rates range from 250 Kbps to 32 Mbps. The High Rate Multiplexer (HRM) accepts these data inputs and forms a serial PCM output at flexible rates up to 48 Mbps. This PCM output is transmitted to ground by a Ku-Band RF link via the Tracking and Data Relay Satellite System (TDRSS) or recorded on board for delayed transmission. A complementary ground based High Rate Demultiplexer (HRDM) accepts and demultiplexes the composite PCM data at ground processing locations.

Coffey, R.↗
NASA NTRS2008

Gravity and Extreme Magnetism SMEX

Gas accreting ont,o black holes and neutron stars form a dynamic system generating X-rays with spectroscopic signatures and varying on time scales determined by the system. The radiation from various parts of these systems is surely polarized and compact sources have been calculated to give rise to net polarization from the unresolved sum of the radiation from the systems. Polarization has been looked to for some time as also bearing the imprint of strong gravity and providing complementary information that could resolve ambiguities between the physical models that can give rise to frequencies, time delays, and spectra. In the cases of both stellar black holes and supermassive black holes the net polarizations predicted for probable disk and corona models are less than 10 needed. This sensitivity can be achieved, even for sources as faint as 1 milliCrab, in the Gravity and Extreme Magnetism SMEX (GEMS) mission that uses foil mirrors and Time Projection Chamber detectors. Similarities have been pointed out between the timing and the spectral characteristics of low mass X-ray binaries and stellar black hole sources. Polarization measurements for these sources could play a role in determining the configuration of the disk and the neutron star.

Swank, Jean↗