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NASA NTRS2008

Strategic Analysis Overview

NASA s Constellation Program employs a strategic analysis methodology in providing an integrated analysis capability of Lunar exploration scenarios and to support strategic decision-making regarding those scenarios. The strategic analysis methodology integrates the assessment of the major contributors to strategic objective satisfaction performance, affordability, and risk and captures the linkages and feedbacks between all three components. Strategic analysis supports strategic decision making by senior management through comparable analysis of alternative strategies, provision of a consistent set of high level value metrics, and the enabling of cost-benefit analysis. The tools developed to implement the strategic analysis methodology are not element design and sizing tools. Rather, these models evaluate strategic performance using predefined elements, imported into a library from expert-driven design/sizing tools or expert analysis. Specific components of the strategic analysis tool set include scenario definition, requirements generation, mission manifesting, scenario lifecycle costing, crew time analysis, objective satisfaction benefit, risk analysis, and probabilistic evaluation. Results from all components of strategic analysis are evaluated a set of pre-defined figures of merit (FOMs). These FOMs capture the high-level strategic characteristics of all scenarios and facilitate direct comparison of options. The strategic analysis methodology that is described in this paper has previously been applied to the Space Shuttle and International Space Station Programs and is now being used to support the development of the baseline Constellation Program lunar architecture. This paper will present an overview of the strategic analysis methodology and will present sample results from the application of the strategic analysis methodology to the Constellation Program lunar architecture.

Cirillo, William M.↗

NASA NTRS2000

A Multi-Center Controlled Study of the Acute and Chronic Effects of Cooling Therapy for MS

To determine the acute and chronic effects of cooling therapy on patients with MS using objective functional performance measures and self-assessed measures of fatigue. Cooling demyelinated nerves can reduce conduction block, potentially improving symptoms of MS. Significant acute and chronic effects of cooling have not been demonstrated in a multi-center, controlled, blinded study using objective measures of neurologic function. Patients (N=84) with definite MS, mild to moderate disability (EDSS less than 6.0), and self-reported heat sensitivity were enrolled at 5 study sites. Acute effects of cooling were assessed by randomly assigning subjects to high-dose or low-dose cooling for one hour using an active cooling vest and cap (Life Enhancement Technologies, Santa Clara, CA). Settings were individualized to maintain the cooling garments at 55 F for the high-dose treatment and 70 F for the low-dose treatment. Both patients and examining investigators were blinded to treatment assignments. The MSFC and visual acuity/contrast sensitivity were assessed before and 30 minutes after treatment. The following week, subjects had an identical visit with the alternate cooling treatment. Chronic effects of cooling were assessed by randomly assigning the same subjects to unblinded daily home cooling or observation for 4 weeks. All subjects completed the Rochester Fatigue Diary (RFD) twice weekly and subjective measures of strength, cognition, and energy level daily. At the end of the period, subjects completed the Modified Fatigue Impact Scale (MFIS) and underwent another high-dose cooling session with assessment of the MSFC and vision. After a one-week washout period, subjects crossed over to the alternate 4-week treatment. Oral temperatures were reduced with both acute treatments (0.8 +/- .06 F, high and 0.5 +/- .06 F, low). While mean MSFC did not change significantly during individual cooling sessions, post hoc analysis pooling the 3 high-dose cooling sessions revealed an improvement in MSFC scores (acute phase 0.064 +/- 0.020, p = 0.0013; chronic phase 0.044 +/- 0.021, p = 0.0368) from before to after cooling. The change in MSFC scores during the acute cooling sessions was not related to the extent of change in oral temperatures. Both the RFD score and the MFIS indicate a significantly lower fatigue level during the cooling month compared to observation (RFD, 2.53 +/- 0.83,p = 0.0033; MFIS 7.63 +/- 1.56, p = 0.0001).

Luna, Bernadette↗

NASA NTRS2011

4D Dynamic Required Navigation Performance Final Report

New advanced four dimensional trajectory (4DT) procedures under consideration for the Next Generation Air Transportation System (NextGen) require an aircraft to precisely navigate relative to a moving reference such as another aircraft. Examples are Self-Separation for enroute operations and Interval Management for in-trail and merging operations. The current construct of Required Navigation Performance (RNP), defined for fixed-reference-frame navigation, is not sufficiently specified to be applicable to defining performance levels of such air-to-air procedures. An extension of RNP to air-to-air navigation would enable these advanced procedures to be implemented with a specified level of performance. The objective of this research effort was to propose new 4D Dynamic RNP constructs that account for the dynamic spatial and temporal nature of Interval Management and Self-Separation, develop mathematical models of the Dynamic RNP constructs, "Required Self-Separation Performance" and "Required Interval Management Performance," and to analyze the performance characteristics of these air-to-air procedures using the newly developed models. This final report summarizes the activities led by Raytheon, in collaboration with GE Aviation and SAIC, and presents the results from this research effort to expand the RNP concept to a dynamic 4D frame of reference.

Finkelsztein, Daniel M.↗

NASA NTRS2018

Two Years of Atmospheric Measurements in Edinburgh, Scotland

Since March of 2016, NASA Glenn Research Center (GRC) and Heriot Watt University (HWU) have jointly operated an atmospheric propagation terminal to measure and characterize propagation phenomena near 40 GHz at the HWU campus in Edinburgh, Scotland within the framework of the Alphasat experiment. The system was also recently upgraded in June 2018 to take simultaneous measurements near 20 GHz. The Q-band system utilizes a novel design which combines a beacon receiver and digital radiometer into the same RF front-end and observes the 39.402 GHz beacon of the European Space Agency's Alphasat Aldo Paraboni TDP#5 experiment. Atmospheric measurements can thusly be assessed to characterize link performance. The objective in orchestrating these types of measurements is to improve statistical understanding of the atmosphere at these frequencies of interest, as well as to contribute to the development and improvement of International Telecommunications Union (ITU) models for prediction of communications systems performance within the Q-band. Herein, we provide an overview of the system design, as well as an analysis of the first two years of data collected in Edinburgh, including attenuation, fade duration, and fade slope.

Zemba, Michael↗

NASA NTRS2018

Two Years of Atmospheric Measurements in Edinburgh, Scotland

Zemba, Michael J.↗

NASA NTRS2019

NASA Near Earth Network (NEN) DVB-S2 Demonstration Testing for Enhancing Data Rates for CubeSat/SmallSat Missions

National Aeronautics and Space Administration (NASA) CubeSat/SmallSat missions are expected to grow rapidly in the next decade. As the number of spacecraft on a ground network grows, employing higher data rates could reduce loading by reducing the contact time per day required. CubeSats also need to communicate directly to earth from space from longer distances than low earth orbit (LEO). These challenges motivate the need for bandwidth and power efficient modulation and coding techniques. Today, Digital Video Broadcast, Satellite Second Generation (DVB-S2) is a communications standard for larger satellites. DVB-S2 uses power and bandwidth efficient modulation and coding techniques to deliver performance approaching Radio Frequency (RF) channel theoretical limits. NASA’s Near Earth Network (NEN) conducted a demonstration test at the Wallops Flight Facility in spring of 2019 for CubeSat/SmallSat missions for enhancing data rate performance in NASA’s S-band 5 MHz channel. The goal is to upgrade NEN with DVB-S2 to increase science data return and enable greater numbers of CubeSats. This paper presents the NEN DVB-S2 demonstration testing objectives and performance measurement results. Results of the demonstration testing are compared with evolving SmallSat/CubeSat radios. DVB-S2 S-band transmitter development concepts for SmallSats/CubeSats and use of DVB-S2 by future missions are discussed.

Wong, Yen↗

NASA NTRS2019

DVB-S2 Demonstration Testing for Enhancing Data Rates for CubeSat/SmallSat Missions

The number of National Aeronautics and Space Administration (NASA) CubeSat/SmallSat missions is expected to grow rapidly in the next decade. High data rate is in increasing demanded for science missions, especially for mother/daughter CubeSat constellations. As the number of spacecraft on a ground network grows, loading could be reduced by limiting contact time per day, which is enabled by higher data rates. There is also a need to communicate direct to earth from space from longer distances than low earth orbit (LEO) with CubeSats. These challenges motivate the need for bandwidth and power efficient modulation and coding techniques. Today, DVB-S2 is an industry communications standard for larger satellites. DVB-S2 uses power and bandwidth efficient modulation and coding techniques to deliver performance approaching theoretical limits of RF channels. NASA Near Earth Network (NEN) is conducting demonstration testing at Wallops Flight Facility (WFF) in spring 2019 for CubeSat/SmallSat missions for enhancing data rate performance in NASAs allocated S-band 5 MHz channel. The ultimate goal is to upgrade NEN with DVB-S2 for increasing science data return, and enabling of greater numbers of CubeSats.This paper describes NEN DVB-S2 demonstration testing objectives and performance measurement results. DVB-S2 data rate performance in the NEN S-band 5 MHz channel is presented. Simulation analysis for the expected maximum data rate performance with the DVB-S2 signal family including multiple modulations and codes are presented. Link margin analysis for a typical CubeSat/SmallSat with a 1W/2W power amplifier/patch antenna using DVB-S2 for NEN S-band is discussed. The demonstration testing configurations at NEN Wallops station is described. Results of the demonstration testing are compared with other evolving radios for SmallSats and CubeSats in term of data rate and performance. There are a number of evolving S-band and X-band radios that are compatible with NEN. Some are integrated with commercial CubeSat/SmallSat busses. Some are flying for the first time with NEN in early 2019. The USRP B200mini transceiver S-band radio is one such radio. Results of streamlined compatibility testing with NEN in 2018, performance with the Technology Educational Satellite (TechEdSat-8) in flight in early 2019, potential to add DVB-S2 to the radio, and plans for a CubeSat using the radio for communication from 10 million kilometers from earth are discussed. Another evolving radio is the Syrlinks X-band radio. Results of compatibility testing with NEN in 2018, performance with the Sustained Ocean Color Observations using Nanosatellites (SOCON) in flight in early 2019, and potential for a future SOCON constellation are discussed.

Wong, Yen↗

NASA NTRS2018

A Novel Multi-Spacecraft Interplanetary Global Trajectory Optimization Transcription

As the frontier of space exploration continues to advance, so does the design complexity of future interplanetary missions. One avenue of this increasing complexity includes a class of designs known as "Distributed Spacecraft Missions"; missions where multiple spacecraft coordinate to perform shared objectives. Current approaches for the global trajectory optimization of these Multi-Vehicle Missions (MVMs) are prone to shortcomings including laborious iterative design, considerable human-in-the-loop effort, treatment of the multi-vehicle problem as multiple separate trajectory optimization subproblems (resulting in suboptimal solutions where the whole is less than the sum of its parts), and poor handling of coordination objectives and constraints. There are only a handful of software platforms in existence capable of fully-automated, rapid, interplanetary mission and systems global optimization including the Parallel Global Multiobjective Optimizer (PaGMO), the Gravity Assisted Low-thrust Local Optimization Program (GALLOP), and the Evolutionary Mission Trajectory Generator (EMTG). However, none of these tools is capable of performing such tasks for MVM designs. The work outlined in this paper lays the groundwork for a technique to begin addressing these shortcomings. We present a fully-automated technique which frames interplanetary MVMs as Multi-Objective, Multi-Agent Hybrid Optimal Control Problems (MOMA HOCP). First, the basic functionality of this technique is validated on the single-vehicle problem of reproducing the Cassini interplanetary cruise.

Interplanetary↗

NASA NTRS2018

A Novel Multi-Spacecraft Interplanetary Global Trajectory Optimization Transcription

As the frontier of space exploration continues to advance, so does the design complexity of future interplanetary missions. One avenue of this increasing complexity includes a class of designs known as ``Distributed Spacecraft Missions"; missions where multiple spacecraft coordinate to perform shared objectives. Current approaches for the global trajectory optimization of these Multi-Vehicle Missions (MVMs) are prone to shortcomings including laborious iterative design, considerable human-in-the-loop effort, treatment of the multi-vehicle problem as multiple separate trajectory optimization subproblems (resulting in suboptimal solutions where the whole is less than the sum of its parts), and poor handling of coordination objectives and constraints. There are only a handful of software platforms in existence capable of fully-automated, rapid, interplanetary mission and systems global optimization including the Parallel Global Multiobjective Optimizer (PaGMO), the Gravity Assisted Low-thrust Local Optimization Program (GALLOP), and the Evolutionary Mission Trajectory Generator (EMTG). However, none of these tools is capable of performing such tasks for MVM designs. The work outlined in this paper lays the groundwork for a technique to begin addressing these shortcomings. We present a fully-automated technique which frames interplanetary MVMs as Multi-Objective, Multi-Agent Hybrid Optimal Control Problems (MOMA HOCP). First, the basic functionality of this technique is validated on the single-vehicle problem of reproducing the Cassini interplanetary cruise.

Napier, Sean W.↗

NASA NTRS1981

The use of total simulator training in transitioning air-carrier pilots: A field evaluation

A field study was conducted in which the performance of air carrier transitioning pilots who had landing training in a landing maneuver approved simulator was compared with the performance of pilots who had landing training in the aircraft. Forty-eight trainees transitioning to the B-727 aircraft and eighty-seven trainees transitioning to the DC-10 were included in the study. The study results in terms of both objectively measured performance indicants and observer and check-pilot ratings did not demonstrate a clear distinction between the two training groups. The results suggest that, for these highly skilled transitioning pilots, a separate training module in the aircraft may be of dubious value.

Randle, R. J., Jr.↗

NASA NTRS1985

An industry and government survey: A nickel-hydrogen testing data base

A survey of the testing data base for nickel-hydrogen (NiH2) battery cells was performed. The objective of this survey was to evaluate the status of testing of cells in general and of the Air Force design nickel-hydrogen cell in particular. Sufficient detail was sought so that a critical evaluation of the test results and of cell performance could be made. Realizing that subtle differences in test conditions can result in large differences in cell performance, an effort was made to define the actual test environment as closely as possible. These data were obtained in the time period February to May 1984, and reflect the status of tests at that time. Periodic updates of the information are planned. The testing data collected from most North American sources indicates that the basis for use of NiH2 cells in high orbits is firm. Results from over 227 cells produced only 14 failures up to 1000 cycles. The failures are of the type that have either been corrected or would be screened out in a flight program. Recent flight experience appears to support this position.

Badcock, C.↗

NASA NTRS1992

The role of under-determined approximations in engineering and science application

There is currently a great deal of interest in using response surfaces in the optimization of aircraft performance. The objective function and/or constraint equations involved in these optimization problems may come from numerous disciplines such as structures, aerodynamics, environmental engineering, etc. In each of these disciplines, the mathematical complexity of the governing equations usually dictates that numerical results be obtained from large computer programs such as a finite element method program. Thus, when performing optimization studies, response surfaces are a convenient way of transferring information from the various disciplines to the optimization algorithm as opposed to bringing all the sundry computer programs together in a massive computer code. Response surfaces offer another advantage in the optimization of aircraft structures. A characteristic of these types of optimization problems is that evaluation of the objective function and response equations (referred to as a functional evaluation) can be very expensive in a computational sense. Because of the computational expense in obtaining functional evaluations, the present study was undertaken to investigate under-determinined approximations. An under-determined approximation is one in which there are fewer training pairs (pieces of information about a function) than there are undetermined parameters (coefficients or weights) associated with the approximation. Both polynomial approximations and neural net approximations were examined. Three main example problems were investigated: (1) a function of one design variable was considered; (2) a function of two design variables was considered; and (3) a 35 bar truss with 4 design variables was considered.

Carpenter, William C.↗

NASA NTRS2015

A Framework for Orbital Performance Evaluation in Distributed Space Missions for Earth Observation

Distributed Space Missions (DSMs) are gaining momentum in their application to earth science missions owing to their unique ability to increase observation sampling in spatial, spectral and temporal dimensions simultaneously. DSM architectures have a large number of design variables and since they are expected to increase mission flexibility, scalability, evolvability and robustness, their design is a complex problem with many variables and objectives affecting performance. There are very few open-access tools available to explore the tradespace of variables which allow performance assessment and are easy to plug into science goals, and therefore select the most optimal design. This paper presents a software tool developed on the MATLAB engine interfacing with STK, for DSM orbit design and selection. It is capable of generating thousands of homogeneous constellation or formation flight architectures based on pre-defined design variable ranges and sizing those architectures in terms of predefined performance metrics. The metrics can be input into observing system simulation experiments, as available from the science teams, allowing dynamic coupling of science and engineering designs. Design variables include but are not restricted to constellation type, formation flight type, FOV of instrument, altitude and inclination of chief orbits, differential orbital elements, leader satellites, latitudes or regions of interest, planes and satellite numbers. Intermediate performance metrics include angular coverage, number of accesses, revisit coverage, access deterioration over time at every point of the Earth's grid. The orbit design process can be streamlined and variables more bounded along the way, owing to the availability of low fidelity and low complexity models such as corrected HCW equations up to high precision STK models with J2 and drag. The tool can thus help any scientist or program manager select pre-Phase A, Pareto optimal DSM designs for a variety of science goals without having to delve into the details of the engineering design process.

Earth Science↗

NASA NTRS1985

In situ orbital debris experiment concepts

Implementation of the radar, lidar and passive optical remote sensing concepts for measuring space debris from an Earth orbiting platform was investigated. Each system was compared for their requirements on the host platform, their performance relative to the space debris measurement program and the estimated cost of developing each concept into a flight instrument. It is found that the radar and lidar systems offer the greatest versatility and accuracy since they control the direction, intensity and duration of the energy incident on the target object. The performance of the passive optical system is determined by the capability of the detector and by the baseline separation of the telescopes, which requires the use of an on-orbit deployment mechanism. The passive optical concept provides the largest total event rae, and includes significant detections of particle sizes greater than 10 cm to allow correlation with ground based observations of the larger particles. The event rate for the radar system is relatively constant with particle while the lidar system is slightly biased toward the smaller sizes. These event rate differences result from a combination of the debris flux size distribution and the variation of sensitive detection area with particle size for the three concepts.

Neste, S. L.↗

NASA NTRS1998

The High Stability Engine Control (HISTEC) Program: Flight Demonstration Phase

Future aircraft turbine engines, both commercial and military, must be able to accommodate expected increased levels of steady-state and dynamic engine-face distortion. The current approach of incorporating sufficient design stall margin to tolerate these increased levels of distortion would significantly reduce performance. The objective of the High Stability Engine Control (HISTEC) program is to design, develop, and flight-demonstrate an advanced, integrated engine control system that uses measurement-based estimates of distortion to enhance engine stability. The resulting distortion tolerant control reduces the required design stall margin, with a corresponding increase in performance and decrease in fuel burn. The HISTEC concept has been developed and was successfully flight demonstrated on the F-15 ACTIVE aircraft during the summer of 1997. The flight demonstration was planned and carried out in two phases, the first to show distortion estimation, and the second to show distortion accommodation. Post-flight analysis shows that the HISTEC technologies are able to successfully estimate and accommodate distortion, transiently setting the stall margin requirement on-line and in real-time. This allows the design stall margin requirement to be reduced, which in turn can be traded for significantly increased performance and/or decreased weight. Flight demonstration of the HISTEC technologies has significantly reduced the risk of transitioning the technology to tactical and commercial engines.

DeLaat, John C.↗

NASA NTRS1996

High Stability Engine Control (HISTEC)

Future aircraft turbine engines, both commercial and military, must be able to successfully accommodate expected increased levels of steady-state and dynamic engine-face distortion. The current approach of incorporating a sufficient component design stall margin to tolerate these increased levels of distortion would significantly reduce performance. The objective of the High Stability Engine Control (HISTEC) program is to design, develop, and flight demonstrate an advanced, high-stability, integrated engine control system that uses measurement-based, real-time estimates of distortion to enhance engine stability. The resulting distortion tolerant control reduces the required design stall margin, with a corresponding increase in performance and decrease in fuel burn. The HISTEC concept, consisting of a Distortion Estimation System and a Stability Management Control, has been designed and developed. The Distortion Estimation System uses a small number of high-response pressure sensors at the engine face to calculate indicators of the type and extent of distortion in real time. The Stability Management Control, through direct control of the fan and compressor pressure ratio, accommodates the distortion by transiently increasing the amount of stall margin available based on information from the Distortion Estimation System. Simulation studies have shown the HISTEC distortion tolerant control is able to successfully estimate and accommodate time-varying distortion. Currently, hardware and software systems necessary for flight demonstration of the HISTEC concept are being designed and developed. The HISTEC concept will be flight tested in early 1997.

DeLaat, John C.↗

NASA NTRS2005

Transient Three-Dimensional Analysis of Nozzle Side Load in Regeneratively Cooled Engines

Three-dimensional numerical investigations on the start-up side load physics for a regeneratively cooled, high-aspect-ratio nozzle were performed. The objectives of this study are to identify the three-dimensional side load physics and to compute the associated aerodynamic side load using an anchored computational methodology. The computational methodology is based on an unstructured-grid, pressure-based computational fluid dynamics formulation, and a transient inlet condition based on an engine system simulation. Computations were performed for both the adiabatic and cooled walls in order to understand the effect of boundary conditions. Finite-rate chemistry was used throughout the study so that combustion effect is always included. The results show that three types of shock evolution are responsible for side loads: generation of combustion wave; transitions among free-shock separation, restricted-shock separation, and simultaneous free-shock and restricted shock separations; along with oscillation of shocks across the lip. Wall boundary conditions drastically affect the computed side load physics: the adiabatic nozzle prefers free-shock separation while the cooled nozzle favors restricted-shock separation, resulting in higher peak side load for the cooled nozzle than that of the adiabatic nozzle. By comparing the computed physics with those of test observations, it is concluded that cooled wall is a more realistic boundary condition, and the oscillation of the restricted-shock separation flow pattern across the lip along with its associated tangential shock motion are the dominant side load physics for a regeneratively cooled, high aspect-ratio rocket engine.

Wang, Ten-See↗

NASA NTRS1995

Concept Designed and Developed for Distortion- Tolerant, High-Stability Engine Control

Engine Control Future aircraft turbine engines, both commercial and military, must be able to successfully accommodate expected increased levels of steady-state and dynamic engine-face distortion. Advanced tactical aircraft are likely to use thrust vectoring to enhance their maneuverability. As a result, the engines will see more extreme aircraft angles-of-attack and sideslip levels than are currently encountered with present-day aircraft. Also, the mixed-compression inlets needed for the High Speed Civil Transport will likely encounter disturbances similar to those seen by tactical aircraft, in addition to planar pulse, inlet buzz, and high distortion levels at low flight speed and off-design operation. The current approach of incorporating a sufficient component design stall margin to tolerate these increased levels of distortion would significantly reduce performance. The objective of the High Stability Engine Control (HISTEC) program is to design, develop, and flight demonstrate an advanced, high-stability, integrated engine-control system that uses measurement-based, real-time estimates of distortion to enhance engine stability. The resulting distortion-tolerant control reduces the required design stall margin, with a corresponding increase in performance and decrease in fuel burn. The HISTEC concept has been designed and developed, and the software implementing the concept has successfully accommodated time-varying distortion. The NASA Lewis Research Center is currently overseeing the development and validation of the hardware and software necessary to flight test the HISTEC concept. HISTEC is a contracted effort with Pratt & Whitney of West Palm Beach, Florida. The HISTEC approach includes two major systems: A Distortion Estimation System (DES) and Stability Management Control (SMC). DES is an aircraft-mounted, high-speed processor that estimates the amount and type of distortion present and its effect on the engine. It uses high-response pressure measurements at the engine face to calculate indicators of the type and extent of distortion in real time. From these indicators, DES determines the effects of distortion on the propulsion systems and the corresponding engine match point necessary to accommodate it. DES output consists of fan and compressor pressure ratio trim commands that are passed to the SMC. In addition, DES uses maneuver information, consisting of angle-of-attack and sideslip from the flight control, to anticipate high inlet distortion conditions. The SMC, which is contained in the engine-mounted, Improved Digital Electronic Engine Control (IDEEC), includes advanced control laws to directly control the fan and compressor transient operating line (pressure ratio). These advanced control laws, with a multivariable design, have the potential for higher bandwidth and the resulting more precise control of engine match. The ability to measure and assess the distortion effects in real time coupled with a high-response controller improves engine stability at high levels of distortion. The software algorithms implementing DES have been designed, developed, and demonstrated, and integration testing of the DES and SMC software has been completed. The results show that the HISTEC system will be able to sense inlet distortion, determine the effect on engine stability, and accommodate distortion by maintaining an adequate margin for engine surge. The Pratt &Whitney Comprehensive Engine Diagnostic Unit was chosen as the DES processor. An instrumented inlet case for sensing distortion was designed and fabricated. HISTEC is scheduled for flight test on the ACTIVE F-15 aircraft at the NASA Dryden Flight Research Center in Edwards, California, in late 1996.

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