SEARCH · Search NASA
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
The primary goal of the current gravity gradiometer research at Stanford has been to establish the feasibility of using a gravity gradiometer with 1 E accuracy, as the primary sensor in various applications. The two applications considered here in detail are geodesy missions and inertial navigation systems. Preliminary sections on gravity models and gravity gradiometer bias estimation are also included.
A five year aircraft experiment to verify the quality of satellite cloud winds over oceans using in situ aircraft inertial navigation system wind measurements is presented. The final results show that satellite measured cumulus cloud motions are very good estimators of the cloud base wind for trade wind and subtropical high regions. The average magnitude of the vector differences between the cloud motion and the cloud base wind is given. For cumulus clouds near frontal regions, the cloud motion agreed best with the mean cloud layer wind. For a very limited sample, cirrus cloud motions also most closely followed the mean wind in the cloud layer.
A multiple speed bit synchronizer was designed for installation in an inertial navigation system data decoder to extract non-return-to-zero level data and clock signal from biphase level data. The circuit automatically senses one of four pre-determined biphase data rates and synchronizes the proper clock rate to the data. Through a simple expansion of the basic design, synchronization of more than four binarily related data rates can be accomplished. The design provides an easily adaptable, low cost, low power alternative to external bit synchronizers with additional savings in size and weight.
A 5-year aircraft experiment to verify the quality of satellite cloud winds over oceans using in situ aircraft Inertial Navigation System wind measurements is presented. Cloud motions measured by satellite and aircraft wind measurements that were coincident in time and space, and the results from the experiment are for undisturbed to moderately disturbed oceanic weather regimes. The results show that satellite measured cumulus cloud motions are good estimators of the cloud-base wind for trade wind and subtropical high regions. The average magnitude of the vector differences between the cloud motion and the cloud-base wind was determined; for cumulus clouds near frontal regions, the cloud motions agreed best with the mean cloud layer wind. For a very limited sample, cirrus cloud motions most closely followed the mean wind in the cloud layer.
The article surveys the changes which will occur in avionics and controls due to microprocessor technology. Attention is given to five broadly applicable technologies: (1) flight path management technology, (2) automatic control systems, (3) crew station technology, (4) integration and interfacing technology, and (5) fundamental technologies. Areas discussed include inertial navigation, guidance, weather avoidance, propulsion control systems, display technology, flight-system management, functional integration of avionics, and airborne information processing.
The design and testing program for the airborne Landsat-D thematic-mapper simulator (TMS) is summarized. The TMS is intended to provide data similar enough to those expected from Landsat-D to facilitate the development of data-processing software. The design process comprised mainly modifications on the existing MSS-simulator fiber optics, dichroics, and detectors to provide 7-channel coverage of the 0.45-12.3-micron range at 60-deg angle of view, corresponding to a 418-element, 13.8-km-wide ground swath. The TMS is carried on a Lear 23 aircraft operating at 750 km/h and 12-m altitude and equipped with a 15.2-cm aerial mapping camera and a ground-updated inertial navigational system. Agricultural, forestry, and geological trial applications are reviewed, and some sample results are given. The significant improvements predicted for the Landsat-D thematic mapper (relative to the Landsat MSS) are seen as confirmed, with the possible exception of the 120-m-resolution version of channel 7.
Intercomparison of wind data from the airborne Doppler lidar, ground-based Doppler radars, the 444 m NSSL-KTVY tower, and rawinsonde were completed. The vertical profile of wind in the PBL measured by the radars compared favorably with the profiles measured by the tower and rawinsonde while the one obtained from lidar data differed from the other three by as much as 3m/sec in wind speed and 38 degrees in direction. The time dependence of differences in wind estimates from radar and lidar suggested that these discrepencies could be attributed to a Schuler resonance in the aircraft's inertial navigation system which caused an erroneous component of the aircraft's velocity vector to be subtracted from the lidar radial velocities, thus creating errors in the synthesized wind speed and direction. The vertical profile of turbulent fluctuations of the horizontal wind detected by the different systems compared well. Also, spectra from the different sensing systems compared well in both magnitude and shape, suggesting that the lidar and radar detected similar turbulent structure.
On June 29, 1981, two ground-based Doppler radars, an airborne Doppler optical radar (lidar), an instrumented tower, and a rawinsonde were employed to collect wind data in the planetary boundary layer (PBL) in central Oklahoma. The main objectives of this experiment were related to a comparison of wind estimates and the visualization of the three-dimensional eddy structure in the convective atmospheric boundary layer. Discrepancies in the mean wind and wind profile detected by the different sensing systems were explained as being caused by a Schuler resonance of the aircraft's inertial navigation system, which caused an erroneous component of the aircraft's ground-relative velocity vector to be subtracted from the lidar-measured radial velocities. It is concluded that NASA's airborne Doppler optical radar system is capable of measuring wind fields in clear air on a smaller scale than was previously available with fixed remote sensors.
The NASA Langley Research Center analysis of the airborne microwave remote sensing measurements of Hurricane Allen obtained on August 5 and 8, 1980 is summarized. The instruments were the C-band stepped frequency microwave radiometer and the Ku-band airborne microwave scatterometer. They were carried aboard a NOAA aircraft making storm penetrations at an altitude of 3000 m and are sensitive to rain rate, surface wind speed, and surface wind vector. The wind speed is calculated from the increase in antenna brightness temperature above the estimated calm sea value. The rain rate is obtained from the difference between antenna temperature increases measured at two frequencies, and wind vector is determined from the sea surface normalized radar cross section measured at several azimuths. Comparison wind data were provided from the inertial navigation systems aboard both the C-130 aircraft at 3000 m and a second NOAA aircraft (a P-3) operating between 500 and 1500 m. Comparison rain rate data were obtained with a rain radar aboard the P-3. Evaluation of the surface winds obtained with the two microwave instruments was limited to comparisons with each other and with the flight level winds. Two important conclusions are drawn from these comparisons: (1) the radiometer is accurate when predicting flight level wind speeds and rain; and (2) the scatterometer produces well behaved and consistent wind vectors for the rain free periods.
A system was developed for calibrating and precisely pointing a germanium dual-wedge scanner for a CO2 Doppler lidar from an airborne platform. The equations implemented in pointing the scanner and those in the iterative calibration program, which combines available data with estimated parameters of the scanner orientation relative to the axes of the aircraft's inertial navigation system to arrive at corrected scanner parameters are described. The effect of specific error conditions on program performance and the results of the program when used on 1981 test data are investigated.
On 30 June 1981 the wind fields around an Oklahoma severe thunderstorm were observed in detail using an airborne Doppler lidar operated by NASA. Desipte uncertainties caused by inertial navigation errors and problems in sampling some of the aircraft attitude and motion parameters, reasonably clear picures of the distributions of relative reflectivity, horizontal wind velocity, and velocity spectral width near the cloud base have been obtained. Aspects of the design and functioning of the NASA lidar relevant to the collection and analysis of the data are described.
Sensitivity and short-term stability high. Design combines superconductivity and magnetic levitation to achieve linear-acceleration sensitivity greater than conventional linear accelerometers, and short-term angular stability better than conventional gyroscopes. Improved accelerometer used to increase precision in inertial navigation and surveying, as sensitive multiple-axis seismic sensor, as component of tensor gravity gradiometer, or to sense accelerations of stabilized platforms or spacecraft.
During the summer of 1984 the Marshall Space Flight Center's Airborne Doppler Lidar System (ADLS) made a series of wind measurements in the California Central Valley. This study quantifies the lidar beam angle errors and velocity errors through analysis of ground return signals. Line-of-sight elevation (LOSE) angle errors are under 1 deg. Apparent Doppler ground velocities, as large as 2m/s, are considerably less than in a previous flight experiment in 1981. No evidence was found of a Schuler resonance phenomenon common to inertial navigation systems (INS), however the aperiodic nature of the apparent velocities implies an error in the INS-derived ground speeds. Certain features and subtleties in the ground returns are explained in terms of atmospheric structure and characteristics of the ADLS hardware and software. Finally, least squares and low-pass filtering techniques are suggested for eliminating errors during post-processing.
Image degradation of airborne SAR imagery caused by phase errors introduced in the received signal by aircraft motion is discussed. Mechanical motion has a small bandwidth and does not affect the range signal, where the total echo time is typically 60 microsec. However, since the aperture length can be several seconds, the synthesized azimuth signal can have significant errors of which phase noise is the most important. An inertial navigation system can be used to compensate for these errors when processing the images. Calculations to evaluate how much improvement results from compensation are outlined.
Air transportation research being carried on at the Massachusetts Institute of Technology, Princeton University, and Ohio University is discussed. Global Positioning System experiments, Loran-C monitoring, inertial navigation, the optimization of aircraft trajectories through severe microbursts, fault tolerant flight control systems, and expert systems for air traffic control are among the topics covered.
The NASA airborne Doppler lidar was successfully employed in obtaining detailed views of the horizontal wind fields near a complex of severe multicell thunderstorms in central Oklahoma on June 30, 1981. Despite uncertainties caused by inertial navigation errors, clear pictures of the relative reflectivity distributions, horizontal wind velocity, and velocity spectral width near the cloud base were obtained. The presence of numerous gust front vortices along the leading edge of the advancing storm outflow were noted which correspond to inflections in the shape of the gust front arcus cloud formation. Explanations for the observed vortical circulations and calculated vorticities are given.
Dedicated accelerometers for satellite gravity gradiometry (GRADIO project) are described. The design profits from experience acquired with the CACTUS accelerometer payload of the satellite CASTOR-D5B and studies of highly accurate accelerometers for inertial navigation. The principle of operation, based on a three-axis electrostatic suspension of a cubic proof mass, is well suited for the measurements of accelerations less than 0.0001 m/sec/sec. A resolution better than 10 to the minus 11th power m/sec/sec/sq root Hz is expected.
This paper presents the mathematical development and flight test results of an angle of attack estimation system based on inertial navigation system inputs. The estimator uses these inputs to determine the coefficient of lift required at any instant inflight. Angle of attack is then modeled through a regression analysis based on coefficient of lift, altitude and Mach. Overall correlation of the estimator as tested was generally within 0.5 degrees through 17 degrees angle of attack on an F-15A aircraft. A robustness analysis indicates that the system can be used adequately in maneuvering flight.